Planning and Design Support Tools for Walkability: A Guide for Urban Analysts

Social participation in the city: exploring the moderating effect of walkability on the associations between active mobility, neighborhood perceptions, and social activities in urban adults

BACKGROUND

Living in urban environments is associated with several health risks (e.g., noise, and air pollution). However, there are also beneficial aspects such as various opportunities for social activities, which might increase levels of social participation and (physically) active mobility that in turn have positive effects on health and well-being. However, how aspects of the environment, active mobility, and social participation are associated is not well established. This study investigates the moderating effect of low vs. high walkability neighborhoods on the associations between active mobility, and social participation and integrates individuals' subjective perception of the neighborhood environment they are living in.

METHODS

Cross-sectional data from 219 adults (48% female, mean age = 46 ± 3.8 years) from 12 urban neighborhoods (six low, six high walkability) were analyzed: First, social participation, active mobility, and subjective neighborhood perceptions were compared between people living in a low vs. high walkability neighborhood via t-tests. Second, multigroup path analyses were computed to explore potential differences in the associations between these variables in low vs. high walkability neighborhoods.

RESULTS

Social participation, active mobility, and subjective neighborhood perceptions didn't differ in low vs. high walkability neighborhoods (p: 0.37 - 0.71). Active mobility and subjective neighborhood perceptions were significantly stronger related to social participation in low vs. high walkability neighborhoods (active mobility in low: ß = 0.35, p < .01 vs. high: ß = 0.09, p = .36; subjective neighborhood perceptions in low: ß = 0.27, p < .01 vs. high: ß = 0.15, p = .18).

CONCLUSIONS

Despite living in neighborhoods with objectively different walkability, participants rated social participation and active mobility equally and perceived their neighborhoods similarly. However, zooming into the interrelations of these variables reveals that social participation of residents from low walkability neighborhoods depends stronger on active mobility and perceiving the environment positively. Positive perceptions of the environment and active mobility might buffer the objectively worse walkability. Future research should focus on underlying mechanisms and determinants of subjective neighborhood perceptions and active mobility, especially in low walkability neighborhoods.

Selected Research Issues of Urban Public Health

Health is created within the urban settings of people’s everyday lives. In this paper we define Urban Public Health and compile existing evidence regarding the spatial component of health and disease in urban environments. Although there is already a substantial body of single evidence on the links between urban environments and human health, focus is mostly on individual health behaviors. We look at Urban Public Health through a structural lens that addresses health conditions beyond individual health behaviors and identify not only health risks but also health resources associated with urban structures. Based on existing conceptual frameworks, we structured evidence in the following categories: (i) build and natural environment, (ii) social environment, (iii) governance and urban development. We focused our search to review articles and reviews of reviews for each of the keywords via database PubMed, Cochrane, and Google Scholar in order to cover the range of issues in urban environments. Our results show that linking findings from different disciplines and developing spatial thinking can overcome existing single evidence and make other correlations visible. Further research should use interdisciplinary approaches and focus on health resources and the transformation of urban structures rather than merely on health risks and behavior.

Development of an objectively measured walkability index for the Netherlands

Background

Walkability indices have been developed and linked to behavioural and health outcomes elsewhere in the world, but not comprehensively for Europe. We aimed to 1) develop a theory-based and evidence-informed Dutch walkability index, 2) examine its cross-sectional associations with total and purpose-specific walking behaviours of adults across socioeconomic (SES) and urbanisation strata, 3) explore which walkability components drive these associations.

Methods

Components of the index included: population density, retail and service density, land use mix, street connectivity, green space, sidewalk density and public transport density. Each of the seven components was calculated for three Euclidean buffers: 150 m, 500 m and 1000 m around every 6-digit postal code location and for every administrative neighbourhood in GIS. Componential z-scores were averaged, and final indices normalized between 0 and 100. Data on self-reported demographic characteristics and walking behaviours of 16,055 adult respondents (aged 18–65) were extracted from the Dutch National Travel Survey 2017. Using Tobit regression modelling adjusted for individual- and household-level confounders, we assessed the associations between walkability and minutes walking in total, for non-discretionary and discretionary purposes. By assessing the attenuation in associations between partial indices and walking outcomes, we identified which of the seven components drive these associations. We also tested for effect modification by urbanization degree, SES, age and sex.

Results

In fully adjusted models, a 10% increase in walkability was associated with a maximum increase of 8.5 min of total walking per day (95%CI: 7.1–9.9). This association was consistent across buffer sizes and purposes of walking. Public transport density was driving the index’s association with walking outcomes. Stratified results showed that associations with minutes of non-discretionary walking were stronger in rural compared to very urban areas, in neighbourhoods with low SES compared to high SES, and in middle-aged (36–49 years) compared to young (18–35 years old) and older adults (50–65 years old).

Conclusions

The walkability index was cross-sectionally associated with Dutch adult’s walking behaviours, indicating its validity for further use in research.

Supplementary Information

The online version contains supplementary material available at 10.1186/s12966-022-01270-8.

The Effect of Distance Intervals on Walking Likelihood in Different Trip Purposes

Increasing private car ownership and car dependency has led to a low share of walking as an active mode as well as congestion, air pollution, and health problems in developing countries. This paper aims to identify and compare the impacts of a selection of socio-economic, travel-related, and built environment variables on walking likelihood and respondents’ sensitivity to the walking distance, both for discretionary and mandatory trips. The analysis drew its origin from 14,463 responses acquired through an extensive travel survey conducted in the city of Qazvin, Iran. The estimated binary logit coefficients show people’s heterogeneity in the walking behavior for discretionary and mandatory trips. The results report a higher likelihood of walking on mandatory trips at almost all distances than the discretionary ones. Furthermore, investigating individual heterogeneity in different trip distances reveals that people aged less than 14 are more likely to choose walking on mandatory trips longer than 2400 m. Besides, those aged 25–44 years old or above 65 have less tendency to choose walking on mandatory trips with distances of 2000–2400 m and 800–1200 m, respectively. These findings are almost different on discretionary trips; compared to other age groups, people aged 15–24 years are less likely to choose walking on discretionary trips with a distance of 800–1200 m. Moreover, in trip distances of 1200–1600 m, the elderlies have a greater tendency to choose walking compared to other age groups. Some implications for more sustainable mobility in human-oriented urban environments are also presented and critically discussed.

Conceptualizing Walking and Walkability in the Smart City through a Model Composite w2 Smart City Utility Index

This paper explores walking and walkability in the smart city and makes a case for their centrality in the debate on the resilience and sustainability of smart cities, as outlined in the United Nations’ (UN) Sustainable Development Goals (SDGs). It is argued that, while the human/inhabitant-centric paradigm of urban development consolidates, and research on walking, walkability, and pedestrian satisfaction flourishes, the inroads of ICT render it necessary to reflect on these issues in the conceptually- and geographically-delimited space of the smart city. More importantly, it becomes imperative to make respective findings useful and usable for policymakers. To this end, by approaching walking and walkability through the lens of utility, the objective of this paper is to develop a conceptual framework in which the relevance of walking and walkability, hereafter referred to as w2, as a distinct subject of research in the smart cities debate is validated. This framework is then employed to construct a model of a composite w2 smart city utility index. With the focus on the development of the conceptual framework, in which the w2 utility index is embedded, this paper constitutes the first conceptual step of the composite index development process. The value added of this paper is three-fold: First, the relevance of walking and walkability as a distinct subject of research in the realm of smart cities research is established. Second, a mismatch between end-users’ satisfaction derived from walking and their perception of walkability and the objective factors influencing walking and walkability is identified and conceptualized by referencing the concept of utility. Third, a model smart city w2 utility index is proposed as a diagnostic and prognostic tool that, in the subsequent stages of research and implementation, will prove useful for decisionmakers and other stakeholders involved in the process of managing smart cities.

Street life and pedestrian activities in smart cities: opportunities and challenges for computational urban science

Ongoing efforts among cities to reinvigorate streets have encouraged innovations in using smart data to understand pedestrian activities. Empowered by advanced algorithms and computation power, data from smartphone applications, GPS devices, video cameras, and other forms of sensors can help better understand and promote street life and pedestrian activities. Through adopting a pedestrian-oriented and place-based approach, this paper reviews the major environmental components, pedestrian behavior, and sources of smart data in advancing this field of computational urban science. Responding to the identified research gap, a case study that hybridizes different smart data to understand pedestrian jaywalking as a reflection of urban spaces that need further improvement is presented. Finally, some major research challenges and directions are also highlighted.

Selected Aspects of Sustainable Mobility Reveals Implementable Approaches and Conceivable Actions

The transportation sector plays a prominent role in driving the economy of any given nation. However, with the recent tensions arising in and around the transportation sector, sustainable mobility concepts have evolved. However, it is quite unclear whether sustainable mobility is feasible and exhibits economic returns, environmental benefits, and societal advantages. Hence, taking into account the environmental, economic, and social impact, and technical possibilities, this study intends to analyse sustainable mobility in relation to economic returns, environmental benefits and societal advantages using bibliometric analysis. For this study, we considered two decades of research, from 2001 to 2021. An in-depth search was performed on articles generated in the last two decades to assess the state of the literature on sustainable mobility. The most reverent, frequently referenced papers and influential journals in the field of sustainable mobility were identified. The acquired findings highlight the most prominent publications, journals, and authors who have made significant contributions to sustainable mobility studies, as well as the sub-areas or themes linked to sustainable mobility. Overall, the analysis discovered current paradigms, significant research topics, and a relationship between the domains of sustainable mobility studies. Meanwhile, this study also demonstrates advancements in the primary themes and sub-areas during the previous 20 years and alterations in future research fields. In addition, this study identified the promotion of rapid-reliable-safe-convenient (RRSC) transportation services, reduction in urban car traffic, and support to low transportation demand as the critical steps that require immediate attention in order to build a sustainable mobility future. We also observed that hydrogen would be a promising fuel and potential technology for the future mobility sector in the post-COVID era.

Associations between neighbourhood built characteristics and sedentary behaviours among Canadian men and women: findings from Alberta's Tomorrow Project

Evidence of associations between neighbourhood built characteristics and sedentary behaviours is mixed. The study aim was to investigate the associations between objectively-derived neighbourhood built characteristics and self-reported sedentary behaviours among Canadian men and women. This study sourced survey data from Alberta's Tomorrow Project (2008; n = 14,785), in which sitting and motor vehicle travel times during the last 7 days was measured. Geographic Information System was used to calculate neighbourhood built characteristics within a 400 m buffer of participant's home and a walkability score was estimated. To estimate the associations between neighbourhood characteristics and sedentary behaviours, covariate-adjusted generalized linear regression models were used. Walkability, 3-way intersections, and population count were positively associated with sitting time. Business destinations and greenness were negatively associated with sitting time. Walkability, 3-way, and 4-way intersections were negatively associated with motor vehicle travel time. Sex-specific associations between neighbourhood characteristics and sedentary behaviour were found. Among men, business destinations were negatively associated with sitting time, and 3-way intersections, population count, and walkability were negatively associated with motor vehicle travel time. Among women, Normalized Difference Vegetation Index was negatively associated with sitting time. Interventions to reduce sedentary behaviours may need to target neighbourhoods that have built characteristics which might support these behaviours. More research is needed to disentangle the complex relationships between different neighbourhood built characteristics and specific types of sedentary behaviour.

Combining Traffic Microsimulation Modeling and Multi-Criteria Analysis for Sustainable Spatial-Traffic Planning

Spatial and traffic planning is important in order to achieve a quality, safe, functional, and integrated urban environment. Different tools and expert models were developed that are aimed at a more objective view of the consequences of reconstruction in different spatial and temporal ranges while respecting selection criteria. In this paper we analyze the application of the multi-criteria analysis method when choosing sustainable traffic solutions in the center of a small town, in this case Belišće, Croatia. The goal of this paper is to examine the possibility of improving the methodology for selecting an optimal spatial–traffic solution by combining the quantifiable results of the traffic microsimulation and the method of multi-criteria optimization. Socially sensitive design should include psychological and social evaluation criteria that are included in this paper as qualitative spatial–urban criteria. In the optimization process, different stakeholder groups (experts, students, and citizens) were actively involved in evaluating the importance of selected criteria. The analysis of stakeholders’ survey results showed statistically significant differences in criteria preference among three groups. The AHP (Analytic Hierarchy Process) multi-criteria analysis method was used; a total of five criteria groups (functional, safety, economic, environmental, and spatial–urban) were developed, which contain 21 criteria and 7 sub-criteria; and the weights of criteria groups were varied based on stakeholders’ preferences. The application of the developed methodology enabled the selection of an optimal solution for the improvement of traffic conditions in a small city with the potential to also be applied to other types of traffic–spatial problems and assure sustainable traffic planning.

Development of Models for Children—Pedestrian Crossing Speed at Signalized Crosswalks

Modeling the behavior of pedestrians is an important tool in the analysis of their behavior and consequently ensuring the safety of pedestrian traffic. Children pedestrians show specific traffic behavior which is related to cognitive development, and the parameters that affect their traffic behavior are very different. The aim of this paper is to develop a model of the children-pedestrian’s speed at a signalized pedestrian crosswalk. For the same set of data collected in the city of Osijek—Croatia, two models were developed based on neural network and multiple linear regression. In both cases the models are based on 300 data of measured children speed at signalized pedestrian crosswalks on primary city roads located near a primary school. As parameters, both models include the selected traffic infrastructure features and children’s characteristics and their movements. The models are validated on data collected on the same type of pedestrian crosswalks, using the same methodology in two other urban environments—the city of Rijeka, Croatia and Enna in Italy. It was shown that the neural network model, developed for Osijek, can be applied with sufficient reliability to the other two cities, while the multiple linear regression model is applicable with relatively satisfactory reliability only in Rijeka. A comparative analysis of the statistical indicators of reliability of these two models showed that better results are achieved by the neural network model.

Investigating the Relation between Walkability and the Changes in Pedestrian Policy through Wearable Sensing

Since the enhancement of pedestrian rights, various pedestrian-related laws and policies have been implemented to enhance walkability. However, although laws and policies have been implemented to improve walkability, the quantitative measurement of walkability was insufficient in previous studies. Therefore, in this study, we analyzed the walkability of three experimental sites with different built periods using a wearable sensor. This study aims to overcome the limitations of previous studies and to confirm the applicability of pedestrian-related laws and policies. Accordingly, 30 subjects were recruited to participate in the experiment. Gait data were collected using the inertial measurement unit sensor of a smartphone. Based on the collected data, a similarity index was calculated by comparing the reference gait with the gait at each experimental site using dynamic time warping. The closer the calculated result is to 0, the higher is the similarity, that is, the walkability is high. The results of this study can be used as both a monitoring tool for pedestrian policy and an actual condition survey tool. Moreover, these results are expected to contribute to a pedestrian evaluation system using citizen sensing in smart cities in the future.

Walking toward Metro Stations: the Contribution of Distance, Attitudes, and Perceived Built Environment

Walking as an active means of travel is important as a sustainable mode of transport. Moreover, the level of walking in the surrounding areas of metro stations would contribute to maintaining the minimum rate of physical activity and, therefore, inhabitants’ general health. This study examined the impacts of walking attitude, walking distance, and perceived built environment on walking behavior for reaching the metro stations in Shiraz, Iran. Three metro stations were selected and a quantitative approach was used to examine the objectives. It was found that the average walking distance is less than the average in developed countries, such as the United States. People walked more when there was a shorter distance between their starting points and the metro stations. The contribution of walking attitudes and several built environment attributes to walking behavior was demonstrated. Finding the contribution of aesthetic attributes, such as accessibility to parks and housing types of the starting points of the walking trips, to walking for transport are taken into account as the novelties of this study. Policy makers of this city may apply the findings of this study—especially around the metro stations—to improve the average walking distance as well as walking behavior.