Amongst transportation professionals there is a motivation to increase the use of active transportation to achieve contemporary transportation engineering goals. This research describes a year-long GPS cycling study conducted in partnership by the University of Waterloo and the Region of Waterloo Ontario. Data were collected from 415 self-selected cyclists, using two distinct data collection mechanisms. Data collected from GPS units revealed trip origins, destinations, and routes; the data also contain time stamps from which travel speeds can be computed. An online survey was administered to gather cyclists’ socio-economic information and household composition. The survey also collected responses to questions regarding preferences for cycling infrastructure and overall satisfaction. The trip data allow for several important conclusions. The average trip length observed in the study was 6.96 kilometers; utilitarian trips (i.e. non-recreational) constitute 92% of the observed trips. This suggests that cyclists are able to complete daily activities – commuting, shopping, etc. – with less overall travel than the general population. The trip data also suggests relationships between the propensity to cycle and land use patterns. Strong positive correlations are demonstrated between higher land use density and the number of cycling trips; moreover, cycling trips tend to be more direct in areas with traditional neighbourhood design. The time at which the trips were taken – predominantly the am or pm peaks – suggest that the cyclists’ mode choice results in lowering peak demand and, therefore, reducing regional congestion. Fewer and typically shorter cycling trips were observed during winter months, presumably as a result of less favorable climate. Participants in the study are typically higher-than-average earners and mirror the overall regional age distribution, although seniors and children were underrepresented. The cyclists in the study are predominantly male which may reflect an overall higher propensity to cycle amongst men compared to women. Cyclists’ households are more likely than the general population to own fewer cars than licensed drivers which may be interpreted as a cost saving opportunities for these households. Finally, the survey data suggests that the single largest impediment to increased cycling is a perception of poor safety for cyclists, particularly in terms of interactions with automobiles.

Background: Physical activity (PA) is responsible for a multitude of health benefits for girls and young women. Research on active transportation to school (ATS) shows that it is a known way to increase PA. However, girls do not regularly use ATS despite the many physical, mental, and community health benefits of an active commute. One route to improve girls’ ATS is by using a Social Marketing framework to discern critical messages for use in a public health marketing campaign. Methods: Focus groups with 79 girls between the ages of 7 and 15 were conducted in Spring 2017. Transcripts and poster data were a priori categorized by the SM ‘4Ps’ framework (Product, Price, Place and Promotion). Participant groups were segmented into three age categories for tailored messaging. Data were managed using NVivo 11 and were analyzed using Constant Comparative Method tools (Strauss & Corbin, 1998). Results: Two thematic areas, Price and Place, were particularly important to girls in defining and appropriate ‘marketing mix’ for an ATS campaign. Based on our findings, a Social Marketing initiative with girls as the priority audience should be built on empowering girls to overcome the barriers to ATS. Positive and lighthearted messaging emphasizing friendship and independence as promised benefits of ATS would resonate with girls across a broad age range. Further segmentation of the audience would result in more tailored messages based on the different core values and beliefs held by this diverse group. / Graduate

During the 2010-11 school year, KFL&A Public Health partnered with Lancaster Drive Public School (LDPS) to develop and implement a Walking School Bus Program (WSBP). This study was designed as a pre-test post-test study to explore parental concerns and attitudes towards their children’s use of active transportation and the WSBP, perceptions of the social and built environment, and how these may be associated with parental willingness to allow their children to participate in the WSBP. However, a low response rate did not allow comparisons of pre- and post-test results. Therefore, this thesis uses the pre-test data as a pilot study to evaluate the methods, tools, and feasibility of a future, multi-school pre-and post-test study. As part of the pilot study, a questionnaire was developed and administered to 298 households. Parental willingness was assessed using one item rated on a 10-point scale. Concerns and attitudes were assessed from similar scales developed for this study. Social environment perceptions were measured using a neighbourhood collective efficacy scale and a name generator/interpreter social network instrument. Multinomial logistic regression analyses were conducted to assess the association of parental willingness with the aforementioned variables. Fifty parents participated, which may have contributed to low power to detect associations. However, even with low power, attitudes of parents whose children had already used active transportation to school were found to be significantly associated with willingness when contrasting high and low levels (OR: 1.61, 95%CI: 1.02-2.54). This association did not appear in parents of children who used inactive transportation. Significant correlations were seen between parental willingness and compositional aspects of parental social network ties, i.e., having ties to individuals of diverse ages (τ=0.271) and having ties to individuals with children of the same age as their own (τ=0.267). Qualitative analyses of concerns revealed sub-themes related to the traffic, the need to cross a street, and the need for a suitable place to walk and bicycle, as well as concerns about the WSBP. KFL&A Public Health, LDPS, and Kingston’s City Traffic Engineers can use these results to address barriers to the WSBP and to advocate for improvements in the community infrastructure. / Thesis (Master, Kinesiology & Health Studies) -- Queen's University, 2011-07-20 17:17:15.828

In an effort to shift reliance away from single-occupancy vehicles, many cities have been investing in active and public transportation, and promoting multi-modal travel. It has been recognized both academically and professionally that there is a need to address issues regarding access to transit stations and nodes – the ‘first mile problem.’ Many see bicycles as the answer to the first mile problem; however, scholarly literature has generally neglected exploring how to accommodate bicycles at different stations. This practicum investigates the first mile problem in Edmonton, Alberta, and identifies existing challenges with bicycle access to Edmonton’s Light Rail Transit (LRT) system. The findings suggest three distinct LRT ‘station types’, each requiring a nuanced suite of infrastructure improvements in order to encourage more bicycle access. Further, these improvements can only be realized through the development and execution of comprehensive policies and regulations that support cycling and bike-transit integration. / October 2016

Master of Regional and Community Planning / Department of Landscape Architecture/Regional and Community Planning / Hyung Jin Kim / In the past 20 years, the promotion of bicycle-friendly environments in the United States has become a major topic for city planners, engineers, landscape architects, and concerned citizens. The City of Manhattan, Kansas, and Kansas State University (KSU) are following the trend by creating more bicycle infrastructure. As an example, the Campus Planning and Facilities Management Department at KSU recently installed new signs on the pavement that support existing bicycle rules around campus. The rules require cyclists to dismount and walk their bicycles on the main campus sidewalk and yield to pedestrians when crossing Bosco Plaza. While signs are important, these markers should be part of a bigger plan that includes infrastructure, education and enforcement working together to create a safe, active transportation system. This project explores bicycling culture at KSU campus and uses three key concepts of infrastructure, education, and enforcement to discover what improvements are needed and what improvements can be made. The video-based observation method consists of recording the activity of cyclists entering the campus core and analyzing the behavior of cyclists and pedestrians. The survey was conducted via social media in order to understand safety perceptions and behaviors of bicyclists and pedestrian as daily commuters to campus. The results from both methods show a lack of involvement with infrastructure, education, and enforcement for cycling at Kansas State which creates areas that are not safe for pedestrians. Bicycling (15.4%) and walking (46.7%) represent 62.1% of commuters to campus; therefore, a safer approach to campus infrastructure needs to be addressed for these users. Results indicate that the dismount signs are ignored 82.9% of the time, and collisions between cyclists and pedestrians do happen on campus. An absence of enforcement is shown in the data, which is compounded by a non-existing bicycling education program, making for a less than optimal active transportation system on campus.

Mobility in the western U.S. is defined primarily by the private automobile. Since the conclusion of WWII, the private automobile has become readily available to the public, and as a result, has heavily influenced the design of our modern cities in the west. In recent years the connections between high motor vehicle use and rising obesity rates, crumbling road infrastructure, and deteriorating air quality have caused city officials to reexamine the transportation systems of the west. One solution advocates, city officials, and planning professionals have begun examining is active transportation (walking, cycling, and public transit). Research suggests that a robust active transportation network not only diversifies mobility options, it also encourages compact urban development, cleaner air, and a move active population. This thesis developed a methodology for examining and documenting the components of an active transportation network in the western U.S. This was done though a comprehensive literature review to glean important active transportation policies, infrastructure, and best practices. Then, two western U.S. case study cities with relatively high amounts of cycling, walking, and public transit use were selected and analyzed with site visits and planning professional interviews. The data gathered throughout this first phase of the research was then synthesized, and reoccurring themes about cycling, walking and public transit were identified. These themes were labeled as the prerequisites for active transportation in cities of the western U.S. and were documented and prioritized based on their potential impact. The themes were vetted by planning professionals in the two case study cities as well as in Cache Valley to insure accuracy and validity. A final version of the prerequisites was then documented. The final phase of this research applied the prerequisites to the transportation system in Cache Valley, UT in order to insure the list was valid and reproducible under a variety of conditions. The outcome of this phase was GIS map displaying an alternative future for active transportation in Cache Valley, UT.

Three weather sensitive multinomial logit models are estimated using the 2001 Transportation Tomorrow Survey in order explore the relationship between weather and home-based work trips within the City of Toronto, focusing on active modes of transportation. The data is restricted to non-captive commuters who have the option of alternating between all five basic modes of auto driver, auto passenger, transit, bike and walk with change in weather. Daily trip rates in various weather conditions are assessed. The combined effect of the daily trip rate and mode choice analysis is applied to several climate change scenarios. A 6oC increase in temperature can increase cycling trips by 17%, and reduce auto-passenger trips by 7%. A 20% increase or decrease in precipitation, however, is found to have much smaller impacts on all modes. Overall, the results confirm that impact of weather on active modes of transportation is significant enough to deserve attention at the research, data collection and planning levels.

Three weather sensitive multinomial logit models are estimated using the 2001 Transportation Tomorrow Survey in order explore the relationship between weather and home-based work trips within the City of Toronto, focusing on active modes of transportation. The data is restricted to non-captive commuters who have the option of alternating between all five basic modes of auto driver, auto passenger, transit, bike and walk with change in weather. Daily trip rates in various weather conditions are assessed. The combined effect of the daily trip rate and mode choice analysis is applied to several climate change scenarios. A 6oC increase in temperature can increase cycling trips by 17%, and reduce auto-passenger trips by 7%. A 20% increase or decrease in precipitation, however, is found to have much smaller impacts on all modes. Overall, the results confirm that impact of weather on active modes of transportation is significant enough to deserve attention at the research, data collection and planning levels.

Active transportation (AT) is a form of physical activity involving human-powered transportation (e.g., walking) and is associated with health benefits. However, the majority of Canadians do not use AT. Although environmental factors, such as proximity, are correlated with AT, interventions to change such factors have been ineffective. According to social cognitive theory, both environmental and personal factors (i.e., social and spatial cognitions) may influence motivated behaviour. The social cognitions of interest in the present study included self-regulatory efficacy to schedule (i.e., confidence to regularly schedule walking for AT), and to overcome barriers (i.e., confidence to cope with barriers to walking for AT). Spatial cognitions included distance and travel time cognitions. The purpose of the study was to examine whether social cognitive personal factors (i.e., scheduling self-efficacy, barriers self-efficacy), spatial cognitive personal factors (i.e., distance and travel time cognitions), and an environmental factor (i.e., proximity) were associated with walking for AT to/from a university campus over a two-week period in a convenience sample of adults. Participants in this prospective observational study were a convenience sample of 105 students, faculty, and staff at a western Canadian university, who ranged in age from 17 to 55 years (M = 24.62 years, SD = 8.15). Participants completed three online surveys over a two-week period. Social cognitions for the following two-week period and spatial cognitions were assessed at Time 1. Recall of walking for AT to/from a university campus in the previous week was assessed at Time 2 and Time 3. Total walking for AT to/from campus over the two-week period was the outcome variable. The overall hierarchical multiple regression model predicting AT from the social and spatial cognitions and proximity was significant (R2adjusted = .53; p < .01). As hypothesized, scheduling (ßstd = .44, p < .01) and barriers (ßstd = .23, p < .05) self-efficacy were associated with AT. Scheduling self-efficacy was the strongest predictor. Contrary to hypotheses, distance and travel time cognitions and proximity were not significant (ps > .05). Social cognitions, particularly self-regulatory efficacy to schedule, and efficacy to overcome barriers, may play an important role in individuals use of walking for AT to/from a university campus. Future research should continue to examine social cognitive-theory based personal and environmental predictors of AT, such as self-regulatory efficacy to goal set, outcome expectations, the weather and residential density, to better understand potential determinants of this health-promoting type of physical activity.

Active transportation (AT) is a form of physical activity involving human-powered transportation (e.g., walking) and is associated with health benefits. However, the majority of Canadians do not use AT. Although environmental factors, such as proximity, are correlated with AT, interventions to change such factors have been ineffective. According to social cognitive theory, both environmental and personal factors (i.e., social and spatial cognitions) may influence motivated behaviour. The social cognitions of interest in the present study included self-regulatory efficacy to schedule (i.e., confidence to regularly schedule walking for AT), and to overcome barriers (i.e., confidence to cope with barriers to walking for AT). Spatial cognitions included distance and travel time cognitions. The purpose of the study was to examine whether social cognitive personal factors (i.e., scheduling self-efficacy, barriers self-efficacy), spatial cognitive personal factors (i.e., distance and travel time cognitions), and an environmental factor (i.e., proximity) were associated with walking for AT to/from a university campus over a two-week period in a convenience sample of adults. Participants in this prospective observational study were a convenience sample of 105 students, faculty, and staff at a western Canadian university, who ranged in age from 17 to 55 years (M = 24.62 years, SD = 8.15). Participants completed three online surveys over a two-week period. Social cognitions for the following two-week period and spatial cognitions were assessed at Time 1. Recall of walking for AT to/from a university campus in the previous week was assessed at Time 2 and Time 3. Total walking for AT to/from campus over the two-week period was the outcome variable. The overall hierarchical multiple regression model predicting AT from the social and spatial cognitions and proximity was significant (R2adjusted = .53; p < .01). As hypothesized, scheduling (ßstd = .44, p < .01) and barriers (ßstd = .23, p < .05) self-efficacy were associated with AT. Scheduling self-efficacy was the strongest predictor. Contrary to hypotheses, distance and travel time cognitions and proximity were not significant (ps > .05). Social cognitions, particularly self-regulatory efficacy to schedule, and efficacy to overcome barriers, may play an important role in individuals use of walking for AT to/from a university campus. Future research should continue to examine social cognitive-theory based personal and environmental predictors of AT, such as self-regulatory efficacy to goal set, outcome expectations, the weather and residential density, to better understand potential determinants of this health-promoting type of physical activity.