Active-transport walking behavior: destinations,durations, distances |
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| Institution: | 1. Department of Geography, Saint Mary’s University, Halifax, NS, Canada;2. TransLAB (Transportation Research Lab), School of Geography and Earth Sciences, McMaster University, Hamilton, ON, Canada;1. Department of Civil Engineering, Indian Institute of Science, Bangalore 560012, India;2. Dept. of Civil Engg., Centre for Infrastructure, Sustainable Transportation, and Urban Planning (CiSTUP), Indian Institute of Science (IISc), Bangalore 560012, Karnataka, India;1. Department of Sport Science and Clinical Biomechanics, University of Southern Denmark, Campusve 55, 5230 Odense M, Denmark;2. National Institute of Public Health, University of Southern Denmark, Øster Farimagsgade 5A, 1353 Copenhagen K, Denmark;1. Mary MacKillop Institute for Health Research, Australian Catholic University, Melbourne, Australia;2. Centre for Urban Transitions, Swinburne University of Technology, Melbourne, Australia;3. Baker Heart & Diabetes Institute, Melbourne, Australia;4. School of Physical Education, Tokai University, Hiratsuka, Japan;5. Graduate School of Human Life Science, Osaka City University, Osaka, Japan;6. School of Health and Sports Sciences, University of the Sunshine Coast, Sippy Downs, Australia;7. School of Public Health, The University of Queensland, Brisbane, Australia;8. School of Population and Global Health, The University of Melbourne, Melbourne, Australia;1. Cluster for Health Improvement, University of the Sunshine Coast, Sippy Downs, Queensland, Australia;2. Gold Coast Local Health and Hospital Network, Queensland Department of Health, Robina, Queensland, Australia;3. Behavioral Epidemiology Laboratory, Baker IDI Heart and Diabetes Institute, Melbourne, Victoria, Australia;4. School of Public Health, The University of Queensland, Brisbane, Queensland, Australia;5. School of Population and Global Health, Melbourne University, Melbourne, Victoria, Australia;6. Department of Medicine, Monash University, Melbourne, Victoria, Australia;7. Faculty of Health, Arts & Design and Centre for Design Innovation, Swinburne University of Technology, Hawthorn, Victoria, Australia;8. Sansom Institute for Health Research and School of Population Health, University of South Australia, Adelaide, South Australia, Australia;1. University of Texas School of Public Health, Houston, TX, United States;2. Michael and Susan Dell Center for Healthy Living, University of Texas School of Public Health, United States;3. University of Texas School of Public Health, Austin, TX, United States;4. Texas A&M Transportation Institute, Austin, TX, United States;5. University of Texas at Austin, Austin, TX, United States |
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| Abstract: | This paper fills a gap in our knowledge of active-transport (AT) walking, by presenting detailed aspects of walking behavior for a medium-sized North American city. It analyzes the frequency and length of walking episodes, categorized by origins, purposes, and destinations, and also investigates distance-decay functions for major destinations. The study employs day-after recall time diary and questionnaire data from the 2007–8 Space–Time Activity Research (STAR) survey conducted in Halifax, Canada. GPS co-ordinate data enhanced the accuracy of location information, start times, and end times of the 1790 AT walking episodes, while GIS software was used to compute a shortest-path distance between the origin and destination of each episode.Home is both the most common origin and destination for AT walks, and the most common purpose is travel-to-shop rather than travel-to-work. Most walks are to non-home locations, such as retail establishments and offices. Particularly important are restaurants and bars, grocery stores, shopping centers, banks, and other services. All major destinations show strong distance-decay effects: most walks are shorter than 600 m, and very few exceed 1200 m. The assumption employed in the walkability literature, that one should restrict the ‘neighborhood of opportunity’ to walking destinations within 1000 m of the home, is seen to be well justified. However, a planning policy focus on the walker’s home neighborhood is revealed as questionable, since the majority of walking trips do not originate from the home. The relationship between urban land-use patterns and walkability may therefore require some rethinking. |
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