COVID-19 presents opportunities and threats to transport and health

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.

Major trauma presentations and patient outcomes in English hospitals during the COVID-19 pandemic: An observational cohort study

BACKGROUND

Single-centre studies suggest that successive Coronavirus Disease 2019 (COVID-19)-related "lockdown" restrictions in England may have led to significant changes in the characteristics of major trauma patients. There is also evidence from other countries that diversion of intensive care capacity and other healthcare resources to treating patients with COVID-19 may have impacted on outcomes for major trauma patients. We aimed to assess the impact of the COVID-19 pandemic on the number, characteristics, care pathways, and outcomes of major trauma patients presenting to hospitals in England.

METHODS AND FINDINGS

We completed an observational cohort study and interrupted time series analysis including all patients eligible for inclusion in England in the national clinical audit for major trauma presenting between 1 January 2017 and 31 of August 2021 (354,202 patients). Demographic characteristics (age, sex, physiology, and injury severity) and clinical pathways of major trauma patients in the first lockdown (17,510 patients) and second lockdown (38,262 patients) were compared to pre-COVID-19 periods in 2018 to 2019 (comparator period 1: 22,243 patients; comparator period 2: 18,099 patients). Discontinuities in trends for weekly estimated excess survival rate were estimated when lockdown measures were introduced using segmented linear regression. The first lockdown had a larger associated reduction in numbers of major trauma patients (-4,733 (21%)) compared to the pre-COVID period than the second lockdown (-2,754 (6.7%)). The largest reductions observed were in numbers of people injured in road traffic collisions excepting cyclists where numbers increased. During the second lockdown, there were increases in the numbers of people injured aged 65 and over (665 (3%)) and 85 and over (828 (9.3%)). In the second week of March 2020, there was a reduction in level of major trauma excess survival rate (-1.71%; 95% CI: -2.76% to -0.66%) associated with the first lockdown. This was followed by a weekly trend of improving survival until the lifting of restrictions in July 2020 (0.25; 95% CI: 0.14 to 0.35). Limitations include eligibility criteria for inclusion to the audit and COVID status of patients not being recorded.

CONCLUSIONS

This national evaluation of the impact of COVID on major trauma presentations to English hospitals has observed important public health findings: The large reduction in overall numbers injured has been primarily driven by reductions in road traffic collisions, while numbers of older people injured at home increased over the second lockdown. Future research is needed to better understand the initial reduction in likelihood of survival after major trauma observed with the implementation of the first lockdown.

Who is More Likely (Not) to Make Home-Based Work Trips During the COVID-19 Pandemic? The Case of Scotland

In this study, we used survey data (n = 6,000) to investigate the work trip patterns of Scottish residents at various points of the COVID-19 pandemic. We focused specifically on the reported patterns of weekly work trips made during the government-enforced lockdown and subsequent phases of restriction easing. This was of particular importance given the widespread changes in work trips prompted by COVID-19, including a significant rise in telecommuting and a reduction in public transport commuting trips. The survey data showed that the vast majority of respondents (∼85%) made no work trips during lockdown, dropping to ∼77% following the easing of some work-related restrictions. Zero-inflated hierarchical ordered probit models were estimated to determine the sociodemographic and behavioral factors affecting the frequency of work trips made during three distinct periods. The model estimation results showed that the socioeconomic characteristics of respondents influenced work trips made throughout the pandemic. In particular, respondents in households whose main income earner was employed in a managerial/professional occupation were significantly more likely to make no work trips at all stages of the pandemic. Those with a health problem or disability were also significantly more likely to make no work trips throughout the pandemic. Other interesting findings concern respondents' gender, as males were more likely to complete frequent work trips than females throughout the pandemic, and differences between densely populated areas and the rest of Scotland, as respondents from a large city (Edinburgh or Glasgow) were significantly more likely to make frequent work trips as restrictions were eased.

Beyond fear and abandonment: Public transport resilience during the COVID-19 pandemic

The outbreak of the COVID-19 pandemic challenged urban public transport systems to maintain accessibility and service for daily users while adapting to local health and safety regulations. Developing sustainable and resilient urban policies under such crisis conditions requires understanding the different feelings, experiences and expectations of passengers and how these relate to socio-economic inequalities. Drawing on a mixed-method study in Berlin (Germany), Brussels (Belgium), Stockholm (Sweden) and Tallinn (Estonia), we show how the pandemic outbreak has changed both who uses public transport and how users experience their journeys. Challenging the narratives that portray public transport as a place of fear, we find that remaining passengers assess the risk of contagion lower than those who avoided it completely. We argue that promoting resilient public transport requires policies that address the needs of passengers relying on public transport services. Therefore, we question the current policies under the sustainable mobility paradigm for not taking sufficient account of the feelings, experiences and emotions and particularly of transport-dependent users.

Australia 6 months after COVID-19 restrictions part 2: The impact of working from home

This paper (Part 2 in the paper series), building on earlier studies examining the Australian response, extends on findings related to travel activity, commuting, and attitudes towards COVID-19 measures (Part 1 in the paper series). In this paper we focus in detail on the impact of, and experiences with, working from home (WFH), perhaps the largest of the positive unintended consequence of the pandemic, with respect to transport, and a key lens through which the changing patterns in travel activity and attitudes discussed in Part 1 need to be understood. We conclude that through the widespread adoption of WFH as a result of nationwide public health orders, there is evidence emerging that WFH is now seen as an appealing instrument of change by employees and employers, there is growing support to continue to support WFH into the future. This represents a significant potential contribution to the future management of the transport network, especially in larger metropolitan areas. We also discuss policy implications of this result and what the international community may take from the Australian experience.

Longitudinal and spatial analysis of Americans' travel distances following COVID-19

Travel has become less common due to COVID-19. While prior research has discussed recent travel changes for Americans in multiple ways, few have examined the adjusted travel that has been sustained since March 2021. In addition, little is known about changes in Americans' travel patterns in trips by distance. In this research, we asked two questions: 1) How have the numbers of trips by distance changed since 2019? and, 2) What are the geospatial patterns of the changes? Data from mid-March to mid-September 2021 indicates a 7% decrease in the number of trips and a 14.5% increase in people staying home. People traveled less except for those in the middle U.S. states, from North Dakota to Texas, as vertically aligned. Staying home more seemed to occur mainly in the South. Trips between 50 and 500 miles increased nationwide. COVID-19 has had different levels of impact on trips of different distance ranges.

The behavioral immune system and use of transportation services during the COVID-19 pandemic

Introduction

A primary means of reducing the spread of COVID-19 is avoidance of close contact with other people, particularly in closed areas. Transportation services generally require being in closed spaces with other people, which has resulted in a significant reduction in use during the COVID-19 pandemic. Understanding individual differences associated with likelihood of using transportation services may help in targeting individuals that are hesitant to use these services. Specifically, psychological processes that encourage disease avoidance (e.g., disgust sensitivity, germ aversion) may play a key role in people's hesitancy to use transportation services. The aim of this study was to identify demographic groups that were hesitant to use transportation services during the COVID-19 pandemic and determine the extent to which individual differences in disease avoidance processes are associated with the likelihood of using transportation services during the COVID-19 pandemic.

Method

A national sample of U.S. adults (N = 947) completed an online survey about the likelihood of using transportation services (i.e., public transportation, rental car, ride share, intercity trains, intercity buses, and commercial flight), germ aversion, disgust sensitivity, demographics, and control variables (e.g., COVID-19 concern).

Results

Regression analyses indicated that greater germ aversion was associated with lower likelihood of transportation use for all measured transportation services, controlling for disgust sensitivity, demographics, and control variables. Older age and higher COVID-19 concern were associated with lower likelihood of using most of the transportation services, while town size was associated with greater likelihood of using public transportation and ride share.

Discussion

Overall, germ aversion was consistently uniquely associated with lower likelihood of transportation service use. In the process of getting back to normal after the COVID-19 threat is reduced, structuring messages that target hesitant populations and use malleable psychological mechanisms like disease avoidance may aid in encouraging behavior change and increase transportation service use.

Impacts of the COVID-19 pandemic on the spatio-temporal characteristics of a bicycle-sharing system: A case study of Pun Pun, Bangkok, Thailand

The COVID-19 pandemic is found to be one of the external stimuli that greatly affects mobility of people, leading to a shift of transportation modes towards private individual ones. To properly explain the change in people's transport behavior, especially in pre- and post- pandemic periods, a tensor-based framework is herein proposed and applied to Pun Pun-the only public bicycle-sharing system in Bangkok, Thailand-where multidimensional trip data of Pun Pun are decomposed into four different modes related to their spatial and temporal dimensions by a non-negative Tucker decomposition approach. According to our computational results, the first pandemic wave has a sizable influence not only on Pun Pun but also on other modes of transportation. Nonetheless, Pun Pun is relatively more resilient, as it recovers more quickly than other public transportation modes. In terms of trip patterns, we find that, prior to the pandemic, trips made during weekdays are dominated by business trips with two peak periods (morning and evening peaks), while those made during weekends are more related to leisure activities as they involve stations nearby a public park. However, after the first pandemic wave ends, the patterns of weekday trips have been drastically changed, as the number of business trips sharply drops, while that of educational trips connecting metro/subway stations with a major educational institute in the region significantly rises. These findings may be regarded as a reflection of the ever-changing transport behavior of people seeking a sustainable mode of private transport, with a more positive outlook on the use of bicycle-sharing system in Bangkok, Thailand.

Engagement with protective behaviours in the UK during the COVID-19 pandemic: a series of cross-sectional surveys (the COVID-19 rapid survey of adherence to interventions and responses [CORSAIR] study)

BACKGROUND

Behaviour is key to suppressing the COVID-19 pandemic. Maintaining behaviour change can be difficult. We investigated engagement with hand cleaning, reducing the number of outings, and wearing a face covering over the course of the pandemic.

METHODS

We used a series of 64 cross-sectional surveys between 10 February 2020 and 20 January 2022 (n ≈ 2000 per wave). Surveys investigated uptake of hand cleaning behaviours, out of home activity (England only, n ≈ 1700 per wave) and wearing a face covering (England only, restricted to those who reported going out shopping in the last week, n ≈ 1400 per wave).

RESULTS

Reported hand cleaning has been high throughout the pandemic period (85 to 90% of participants consistently reporting washing their hands thoroughly and regularly with soap and water frequently or very frequently). Out of home activity has mirrored the easing and re-introduction of restrictive measures. Total number of outings were higher in the second national lockdown than in the first and third lockdowns. Wearing a face covering increased steadily between April to August 2020, plateauing until the end of measurement in May 2021, with approximately 80% of those who had been out shopping in the previous week reporting wearing a face covering frequently or very frequently.

CONCLUSIONS

Engagement with protective behaviours increased at the start of the pandemic and has remained high since. The greatest variations in behaviour reflected changes to Government rules. Despite the duration of restrictions, people have continued to adopt personal protective behaviours that were intended to prevent the spread of COVID-19.

Sociodemographic Factors Affecting Outdoor Exercise Trips During the COVID-19 Lockdown

We employ a state-of-the-art modelling framework to determine the significant factors affecting rates of outdoor exercise trips during Scotland’s COVID-19 lockdown, using data from public surveys conducted by Transport Scotland. The random parameters ordered probit modelling approach is used for its ability to account for the potential effect of unobserved heterogeneity stemming from explanatory variables. The framework is extended further to also allow for detection of heterogeneity among the means of random parameters. We show that various sociodemographic factors (relating mainly to household social grade, employment status and disability) significantly influenced the frequency at which outdoor exercise trips were made during lockdown. Specifically, those who are self-employed, those from a social DE household (the household’s main income earner is employed in a manual occupation or is unemployed) and those with a health problem or disability, were shown to be significantly more likely to complete no outdoor exercise during lockdown, and therefore, these groups are at greater risk of the associated mental and physical illnesses. Model results are linked to issues surrounding transport equity, as personal vehicle ownership was found to significantly affect the rate of outdoor exercise trips made by disabled individuals. Policy implications are discussed with regards to mitigating the effects of the pandemic on the future health state of groups exhibiting low exercise levels.

Trips for outdoor exercise at different stages of the COVID-19 pandemic in Scotland

INTRODUCTION

The COVID-19 pandemic has had exceptional effects on travel behaviour in the UK. This paper focuses specifically on the outdoor exercise trips of Scottish residents at several distinct points of the COVID-19 pandemic. Given the negative health consequences of limited exercise, this study aims to determine the sociodemographic and behavioural factors affecting frequency of outdoor exercise trips.

METHODS

Using recent public survey data (n=6000), random parameters ordered probit models (with allowances for heterogeneity in the means of random parameters) are estimated for three points during the pandemic: the most stringent lockdown, modest restriction easing and further easing of restrictions.

RESULTS

The survey data show frequent outdoor exercise in the early stages of the pandemic, with ∼46% making six or more weekly trips during lockdown, reducing to ∼39% during the first phase of restriction easing, and further to ∼34% during the following phase of easing. The model estimations show that common factors, dominated by socioeconomic and demographic variables, influenced the frequency of outdoor exercise trips across most survey groups. The modelling framework also allowed insights into the impact of unobserved characteristics within several independent variables; for example, the lockdown exercise trip rates of those with a health problem or disability, and those over 65, were both found to be dependent on personal vehicle access.

CONCLUSIONS

The findings suggest that those with a health problem or disability, those who live in households' where the main income earner is employed in a semi-skilled/unskilled manual occupation or is unemployed and ethnic minority groups (i.e., any mixed, Asian, or Black background) were significantly more likely to complete no weekly outdoor exercise trips throughout the pandemic. As a result, we suggest that these groups are at higher risk of the negative health consequences associated with limited physical activity. Policy implications are discussed in terms of mitigating this effect, as well as reducing transport inequity related to vehicle access.

Transport changes and COVID-19: From present impacts to future possibilities

Changes in people's movement and travel behaviour have been apparent in many places during the COVID-19 pandemic, with differences seen at a range of spatial scales. These changes, occurring as a result of the COVID-19 'natural experiment', have afforded us an opportunity to reimagine how we might move in our day-to-day travels, offering a hopeful glimpse of possibilities for future policy and planning around transport. The nature and scale of changes in movement and transport resulting from the pandemic have shown we can shift travel behaviour with strong policy responses, which is especially important in the concurrent climate change crisis.

Physical activity and active recreation before and during COVID-19: The Our Life at Home study

Objectives

To examine the effects of COVID-19 related ‘lockdown restrictions’ on Australian's (5–75 years) physical activity recommendation achievement and active recreation participation.

Design

Cross-sectional online survey with self and proxy-report items (where the participant was a parent).

Methods

Adults (n = 1360) and adolescents (n = 1292) reported the frequency they performed 30- or 60-min of moderate-to-vigorous physical activity (MVPA), muscle-strengthening exercises, and participation in 11 active recreation behaviours in February 2020 (pre-COVID-19) and in April/May (during lockdown restrictions). Parents also proxy-reported activity for their child (n = 147, 5–12 years). Mixed effects logistic regressions or a logistic regression (with robust sandwich estimation for variance) assessed recall differences pre- and during lockdown, and interaction by sex.

Results

Compared to February, in April/May children were less likely to meet MVPA recommendations (OR = 0.27, 95%CI = 0.12–0.64); adolescents males, but not females, were less likely to meet MVPA (OR = 0.71, 95%CI 0.43, 1.17) and both recommendations (OR = 0.12, 95%CI = 0.02, 0.79); and adults were more likely to meet MVPA (OR = 1.26, 95%CI = 1.01, 1.57) but less likely to meet muscle-strengthening exercise recommendations (OR = 0.76, 9%CI = 0.65, 0.89). Across age groups more participants reported walking, muscle strengthening exercises at home, and yoga/Pilates/stretching at home, and fewer performed informal sport practice and play, and recreational activities.

Conclusions

Lockdown restrictions had different effects on physical activity and active recreation among age groups and by sex. Physical activity promotion strategies that target children and adolescents, at home physical activity options, active neighbourhoods, and (re)engagement in informal sport and recreational activities post-COVID-19 are critical for (re)engaging Australians in health-enhancing behaviours.

The impacts of COVID-19 on environmental sustainability: A brief study in world context

The novel outbreak of Coronavirus disease 19 (COVID-19) and the ensuing global pandemic in 2020, has brought with it a number of unprecedented side effects. This resulted in a number of measures, including state-mandated lockdowns, as well as restrictions to economic and social activity. The direct effects of these measures were felt in the economy, as well as in key institutions within society; however, there were also indirect results from these changes. This review article focuses on these indirect effects, towards sustainable environment. It points to the fact that the net effect has been positive; in terms of reduction in greenhouse emissions, oil exploration activities, and pollution. By extension, at-risk ecosystems have been given improved environmental quality. Taken together, the article traces the progression of the virus and ensuing pandemic, in order to better understand how the environment was sustained.

Impacts of COVID-19 on the usage of public bicycle share in London

The COVID-19 pandemic led to the adoption of many unprecedented measures to slow down the spread of the virus. Such measures have greatly impacted the entire transportation system and individuals' travel behaviors. This paper evaluates the impacts of COVID-19 related policies, including the lockdown and the first lockdown ease on the usage of public bicycle share in London using interrupted time series approach. Our results indicate that the UK's lockdown led to an immediate decrease in the London Cycle Hire (LCH) usage, while the first lockdown ease had no statistically significant immediate impacts. Moreover, during the lockdown period, the LCH usage showed an increasing trend and the first lockdown ease led to a much larger increase rate. Such impacts vary by the trip characteristics (i.e., occurring period and trip duration). The morning peak trips and short duration trips maintained a lower usage level during the lockdown and the lockdown ease period. On the contrary, the number of other LCH trips were much larger than that in normal days. Furthermore, the impacts on the LCH stations near the rail stations, hospitals, and parks also varied differently. The LCH trips near the rail stations reduced more after the imposition of the lockdown policy while those near the hospitals reduced less. The LCH stations near the parks had a much higher increase rate during the lockdown and the lockdown ease period than the general level. Our results provide practical implications for the policy makers and operators of the public bicycle share system.

Impact of COVID-19 on health and safety in the construction sector

Construction has been significantly affected by COVID-19 yet is critical to the post-COVID economic recovery. Specifically, construction needs to be constantly aware of safety and risk balanced with timely project delivery. Guidance for COVID-19 must therefore be implemented in a way that reflects working practice and pressures. There is, however, a potential knowledge gap regarding the practical feasibility and impact of applying COVID-19 measures within construction, made more difficult by factors such as the temporary nature of projects and complex working arrangements. This article presents a commentary on safe construction during, and beyond, COVID-19, covering the human factors challenges and practicalities of implementing COVID-19 measures. We observe that while guidance is strong on risk management, understanding of how best to implement this guidance is not yet stable. Also, care must be taken that implementing guidance does not detract from general safety, which is also challenged by increased pressures on delivery arising from COVID-19. There may, however, be opportunities for safer working practice arising from new awareness of health, hygiene, and safety risk. The role of safety leadership is overlooked in guidance yet is vital to ensure safe application of COVID-19 working practices. The key message is that COVID-19 needs to be integrated and promoted within a general risk management approach, in part because this takes account of differing priorities regarding safety risks, rather than overly focussing on COVID-19, and also because the effectiveness of COVID-19 mitigations can be amplified by integration with pre-existing safety processes.

Exploratory Analysis of Pedestrian Road Trauma in Finland

In Finland, all fatal on-road and off-road motor vehicle crashes are subject to an in-depth investigation coordinated by the Finnish Crash Data Institute (OTI). This study presents an exploratory and two-step cluster analysis of fatal pedestrian crashes between 2010 and 2019 that were subject to in-depth investigations. In total, 281 investigations occurred across Finland between 2010 and 2019. The highest number of cases were recorded in the Uusimaa region, including Helsinki, representing 26.4% of cases. Females (48.0%) were involved in fewer cases than males; however, older females represented the most commonly injured demographic. A unique element to the patterns of injury in this study is the seasonal effects, with the highest proportion of crashes investigated in winter and autumn. Cluster analysis identified four unique clusters. Clusters were characterised by crashes involving older pedestrians crossing in low-speed environments, crashes in higher speed environments away from pedestrian crossings, crashes on private roads or in parking facilities, and crashes involving intoxicated pedestrians. The most common recommendations from the investigation teams to improve safety were signalisation and infrastructure upgrades of pedestrian crossings, improvements to street lighting, advanced driver assistance (ADAS) technologies, and increased emphasis on driver behaviour and training. The findings highlight road safety issues that need to be addressed to reduce pedestrian trauma in Finland, including provision of safer crossing facilities for elderly pedestrians, improvements to parking and shared facilities, and addressing issues of intoxicated pedestrians. Efforts to remedy these key issues will further Finland’s progression towards meeting Vision Zero targets while creating a safer and sustainable urban environment in line with the United Nations sustainable development goals.

Changes in local travel behaviour before and during the COVID-19 pandemic in Hong Kong

COVID-19 threatens the world. Social distancing is a significant factor in determining the spread of this disease, and social distancing is strongly affected by the local travel behaviour of people in large cities. In this study, we analysed the changes in the local travel behaviour of various population groups in Hong Kong, between 1 January and 31 March 2020, by using second-by-second smartcard data obtained from the Mass Transit Railway Corporation (MTRC) system. Due to the pandemic, local travel volume decreased by 43%, 49% and 59% during weekdays, Saturdays and Sundays, respectively. The local travel volumes of adults, children, students and senior citizens decreased by 42%, 86%, 73% and 48%, respectively. The local travel behaviour changes for adults and seniors between non-pandemic and pandemic times were greater than those between weekdays and weekends. The opposite was true for children and students. During the pandemic, the daily commute flow decreased by 42%. Local trips to shopping areas, amusement areas and borders decreased by 42%, 81% and 99%, respectively. The effective reproduction number (R _t ) of COVID-19 had the strongest association with daily population use of the MTR 7-8 days earlier.

Cycling in the Era of COVID-19: Lessons Learnt and Best Practice Policy Recommendations for a More Bike-Centric Future

The COVID-19 pandemic has affected our cities in monumental ways with no sector likely being more severely impacted than transport. Lockdowns, physical spacing, transport restrictions and stay-at-home guidelines have transformed personal mobility and highlighted the mistakes of an unbalanced pro-car culture that defined a century of urban planning. One immediate effect of the virus in relation to travel demand and supply was the emergence of active travel modes because of their unique ability to provide a socially distanced way of transport. Cycling is one of the modes that has enjoyed significant attention. Numerous cities have reallocated street and public space to cyclists and introduced pro-bike interventions like pop-up cycle lanes, e-bike subsidies, free bike-share use and traffic calming measures. This newly found outbreak-induced momentum creates an opportunity to establish a new ethos that allows the promotion of potentially permanent strategies that may help cycling to be (re-)established as a robust, mainstream and resilient travel mode for inner city trips and not as a second-class alternative operating under the automobile’s giant shadow. This paper provides a state-of-the-art description of the anti-COVID cycling-friendly initiatives that have been introduced globally, the successes and failures of these initiatives, the lessons learnt that can help us redefine the bicycle’s role in local societies today and a best cycling practice policy guide for planning a more bike-centric future.

Bicycle Rider Behavior and Crash Involvement in Australia

This research investigated how behaviours and attitudes of bicycle riders influence crash frequency and severity. The study recruited 1102 Australian bicycle riders for an online survey. The survey comprised questions on demographics, frequency of riding and the number and severity of traffic crashes during the last five years. The survey included the Cycling Behaviour Questionnaire and the Cyclist Risk Perception and Regulation Scale. Overall, there were low levels of errors and violations reported by participants indicating that these behaviours were on average never or rarely exhibited while riding a bicycle. Conversely, participants reported high levels of engagement in positive behaviours and reported high levels of traffic rule knowledge and risk perception. Higher rates of violations and errors were associated with increased crash likelihood, while higher rates of positive behaviours were associated with reduced rates of crash involvement in a period of 5 years. The findings highlight the relationship between errors, total crashes and crash severity Further promotion of positive behaviours amongst riders may also help to reduce the risk of crashes.

Commuting in Europe and Italy

This study investigates the effect of commuting in the spread of Covid-19 infection. After contextualizing this form of mobility in Europe, we will focus on the infection scenario in Italy, which became the epicenter of contagion in spring 2020. Our hypothesis is that commutes—especially commutes based on collective means of transport, which entail crowdedness—may act as critical agents of infection in the SARS-CoV-2 epidemic. The study uses reflexive cartography, which relies on semantic metadata to visualize the territorial dynamics of the Covid-19 epidemic in relation to commuting.

COVID-19 lockdown and reduction of traffic accidents in Tarragona province, Spain

This paper analyses the impact that the lockdown decreed by the Spanish Government to combat the spread of COVID-19 has had on traffic accidents in Tarragona province (Spain). During the studied period of the lockdown (March 16 - April 26 2020) the number of accidents per day fell by 74,3% in coparison with those in February 14-20 (reference week) and 76% in respect to the equivalent period in 2018-2019. This reduction of accidents has been higher than the decrease of mobility during the same reference period (62.9%). This suggests a multiplicative positive effect of traffic reduction on roads safety. Our findings provide new evidences of the disruptive effect of the COVID-19 pandemic on transportation and of how it could be used as a catalyst to promote more sustainable and secure transport systems.

Impact of COVID-19 on Urban Mobility during Post-Epidemic Period in Megacities: From the Perspectives of Taxi Travel and Social Vitality

The prevention and control of COVID-19 in megacities is under large pressure because of tens of millions and high-density populations. The majority of epidemic prevention and control policies implemented focused on travel restrictions, which severely affected urban mobility during the epidemic. Considering the impacts of epidemic and associated control policies, this study analyzes the relationship between COVID-19, travel of residents, Point of Interest (POI), and social activities from the perspective of taxi travel. First, changes in the characteristics of taxi trips at different periods were analyzed. Next, the relationship between POIs and taxi travels was established by the Geographic Information System (GIS) method, and the spatial lag model (SLM) was introduced to explore the changes in taxi travel driving force. Then, a social activities recovery level evaluation model was proposed based on the taxi travel datasets to evaluate the recovery of social activities. The results demonstrated that the number of taxi trips dropped sharply, and the travel speed, travel time, and spatial distribution of taxi trips had been significantly influenced during the epidemic period. The spatial correlation between taxi trips was gradually weakened after the outbreak of the epidemic, and the consumption travel demand of people significantly decreased while the travel demand for community life increased dramatically. The evaluation score of social activity is increased from 8.12 to 74.43 during the post-epidemic period, which may take 3–6 months to be fully recovered as a normal period. Results and models proposed in this study may provide references for the optimization of epidemic control policies and recovery of public transport in megacities during the post-epidemic period.