Walking is a healthy, cheap and environment-friendly way of travelling. Besides some studies finding effects of the built environment on walking behaviour, the influence of perceived neighbourhood walkability on walking remains largely unknown. In this study, we apply and validate the Short Perceived Walkability Scale (SPWS), a recently developed and compact scale to measure perceived walkability, and analyse its determinants in three European cities, i.e., Gothenburg, Dortmund, and Genoa. Additionally, we examine how perceived walkability can influence walking behaviour. Results show that the SPWS is a reliable measure of perceived walkability and that three types of perceived walkability can be distinguished. This perceived walkability is mainly affected by walking attitudes and to a certain extent by the spatial context. Respondents with higher levels of perceived walkability also walk more frequently, and have longer walk durations and distances, although variations occur depending on the type of perceived walkability and purpose of travel. Increasing perceived walkability levels can therefore stimulate walking and help in realising a modal shift away from car use. This could be done by improving people’s walking attitudes, for instance by improving pedestrian infrastructure and removing walking barriers

This study focuses on the transition towards “fossil-free” (meaning fossil fuel-free)passenger transport in rural areas. We identify enablers for travel behaviour changethrough alternative transport and accessibility solutions from a bottom-up/travellerperspective, reducing the current knowledge gap and adding nuances to our existingbody of knowledge. Rural environments are particularly challenging with longdistances, inadequate accessibility to services, and limited public transport. As fossilfuel cars are the dominant means of achieving essential accessibility for many ruralresidents, maintaining accessibility with alternative solutions in connection withthe transition to a sustainable transport system is vital. The study was conducted inVästerbotten and Norrbotten, located in Northern Sweden, Europe’s most sparselypopulated area. The empirical material consists of focus groups with rural inhabitantsand (separately) civil servants, and material gathered from various other transport-related projects. The results identify five enabling themes: motivation, personaland local community, opportunities and adaptability, expectation or anticipationof the transition, and physical proximity. The research material was analysed throughsocial innovation theory, meaning that the changes under consideration were notonly seen from the perspective of simple technical changes in transport but also asa complex social process moving towards changing travel habits.

Reducing the use of fossil fuels for personal transport is challenging in rural areas where car dependency, long distances, and a lack of services and collective travel solutions are common. The transition is proving slow, as many people see cars as essential to fulfilling their needs and therefore a potentially car-less future as restricting their accessibility. One perceived obstacle to the transition is security, or perceived safety, which is the focus of this paper.This study examines the conditions for replacing fossil-fuel cars for personal transport with any alternatives leading to lower CO2 emissions, exploring what shapes rural people’s needs of this transition, focusing particularly on their security and safety concerns.The empirical material comes from focus group discussions with civil servants and rural inhabitants in the sub-arctic north of Sweden which is one of Europe’s most sparsely populated areas. The results show that based on current conditions relying on only alternatives to the fossil-fuel car in rural areas would lead to insecurity, and that concerns about security affect rural inhabitants’ choice of transport mode. In addition, whether or not alternatives to the fossil-fuel car are perceived as broadly feasible seems to be affected by a small proportion of the journeys individuals make, in this study referred to as boundary-setting trips comprising “tough journeys”, “journeys out of one’s control”, and “journeys affected by the unexpected”.

Walkability has become a major topic in mobility and transport research over the last decade. To investigate the complex nature of walkability, a combination of quantitative and qualitative methods is often suggested. This paper introduces a mixed methods approach applied in a research project examining urban walkability at the neighbourhood scale in three European cities: Gothenburg, Dortmund and Genoa. Of the four methods used, our innovative citizen-science based Walking Route Assessment is the focus of this paper. The complementary roles of other methods (spatial modelling, household survey and walk-along interviews) are also discussed to reveal the benefits of mixed methods approaches for future walkability studies. The paper identified a set of prerequisites for improving perceived walkability. To enhance walking environments, more green space and place-making aspects should be taken into account, along with improving traffic safety and pedestrian environments through small interventions and the day-to-day maintenance of public spaces. The citizen-science led method played an important role in highlighting the areas for improving urban walkability, with photographic evidence. Cross-examination with the results from other methods provided deeper insights into people’s perceptions of their walking environment and routes on a neighbourhood scale. 

This study examined and compared walking satisfaction in three case study cities in Europe: Dortmund, Genoa, and Gothenburg as part of an EU project. By analyzing household survey data, we explored levels and determinants of walking satisfaction within and between the cities, using the Satisfaction with Travel Scale to measure walking satisfaction. The results show that levels of walking satisfaction differ between the cities, both overall and in terms of its sub-dimensions positive activation, deactivation and cognitive evaluation. This implies that different experiences are present when walking in different contexts. We also found that different factors influence walking satisfaction in different contexts. Accessibility and the social setting, in terms of walking in company or not, are important for walking satisfaction in all contexts. On city level, several differences in determinants were detected. These findings point at the importance of contextual settings in evaluations of walking satisfaction. In all three cities, we also found that walking satisfaction was significantly higher for trips which allow more flexibility, such as leisure or recreational walking, than for trips with a set destination. The findings expand the existing body of knowledge about determinants of walking satisfaction in different urban settings and provides vital insights for urban planning and policies determined to foster walking-friendly and satisfactory local urban environments.

Accessibility is commonly defined and operationalised through objective measurements,such as travel time and physical distance to destinations; however, there is a lack of empirical studiescapturing perceived accessibility from individual perspectives. With the aim of sustainable transportfor inclusive communities, it is crucial to investigate the impact of socio-economy and travel modeon perceived accessibility and key driving factors of perceived safety and service quality. Throughthe collection of primary data from one of the fastest-growing suburbs in Melbourne, this studyexamined variation of perceptions towards accessibility, safety, and service quality among diversesocial groups and travellers using different modes of transport. The findings of this study wouldassist transport planners in making informed decisions in creating inclusive transport networks thatcan improve community health and well-being.

This study explores the concept of transport justice through the lens of perceived accessibility, highlighting the importance of individual experiences in transport planning and evaluation. It reveals that both gender- and age-based disparities exist in perceived accessibility and travel satisfaction, with women and the young experiencing lower accessibility and satisfaction due to a greater reliance on public transport. The study suggests that improving public transport quality and reducing car use attractiveness could address these inequalities. It also notes that increasing local activity hubs could enhance transport justice by reducing the need for frequent travel. The findings underscore the potential of perceived accessibility as a tool to unveil transport injustices and guide future research and policy-making toward a more equitable transport system.

In recent years, accessibility to services and activities using sustainable transport modes has become an important goal for land use and transport planning policies. Traditional approaches rely on objective measures, such as travel time, distance, costs, and other spatial data, overlooking personal preferences, experiences, demographic features, and socio-cultural and economic dynamics. Attributes that affect perceptions of accessibility require attention but our understanding of the factors influencing perceived accessibility is inadequate, particularly in Australia’s expanding suburbs. Through a literature review and questionnaire surveys, this study aims to take into account various travel characteristics and enhance the understanding of how perceived safety and service quality impact mobility behaviour and perceived accessibility within the Australian context. The study found that perceived safety and service quality have significant impacts on perceived accessibility and hence influence the use of public transport. We have identified critical factors that require proper consideration in transport and land use planning and policies to enable a better contribution from public transport to the liveability and well-being of residents in Australian suburbs.