Increasing the use of non-motorized modes of transport, such as walking, is a worldwide objective aimed at improving the sustainability of cities. However, pedestrians may not choose to walk if the infrastructure fails to meet their needs or if they hold unfavourable perceptions regarding the built environment (BE). The current study aims to identify the significance of route attributes and perceptions of attractiveness, safety, and security at the route level, which influence pedestrians' preferences for last-mile route choices. A cross-sectional design was employed, utilizing a questionnaire comprising a stated preference (SP) experiment and a perception survey. The study considered theory-informed attributes influencing pedestrian route choice preferences, including: (1) individual-level determinants, (2) physical-level determinants, and (3) time of day. Two separate models were developed, considering the time of day, to examine the differences in trade-offs within pedestrians' route choice preferences between day and night. The results revealed that both the BE and perceptions of the BE play a crucial role in determining pedestrian route choice behaviour. Pedestrians showed a preference for routes fully encompassed by mixed or residential land uses during the daytime. The presence of vacant land along the walking route significantly decreased the likelihood of choosing a route at night. Generally, pedestrians favoured shorter walking times, lower posted speed limits, and comfortable walkway grades in their routes. Female pedestrians tended to avoid routes that were not well-lit and pleasant at night. Lowering roadway speed limits emerged as a strategy to encourage walking in suburban areas. The findings of this study hold the potential to play an essential role in the development of effective policy initiatives targeted at pedestrians in cities.@en

The built environment is an important determinant of travel demand and mode choice. Establishing the relationship between the built environment and transit use using direct models can help planners predict the impact of neighborhood-level changes, that are otherwise overlooked. However, limited research has compared the impacts of the built environment for different networks and for individual transit modes. This paper addresses this gap by developing built environment and transit use models for three multimodal networks, Amsterdam, Boston and Melbourne, using a consistent methodology. A sample of train, tram and bus sites with similar station-area built environments are selected and tested to establish if impacts differ by mode. It is the first study that develops neighborhood-level indicators for multiple locations using a consistent approach. This study compares results for ordinary least squares regression and two-stage least squares (2SLS) regression to examine the impact of transit supply endogeneity on results. Instrumented values are derived for bus and tram frequency in Melbourne and bus frequency in Boston. For other mode and city combinations, the 2SLS approach is less effective at removing endogeneity. Results confirm that different associations exist between the built environment and transit modes, after accounting for mode location bias, and that this is true in multiple networks. Local access and pedestrian connectivity are more important for bus use than other modes. Tram is related to commercial density. This finding is consistent for all samples. Land use mix and bicycle connectivity also tend to be associated with higher tram use. Train use is highest where opportunities exist to transfer with bus. Population density is commonly linked to ridership, but its significance varies by mode and network. More research is needed to understand the behavioral factors driving modal differences to help planners target interventions that result in optimal integration of land use with transit modes. @en

The built environment is an important determinant of travel demand and mode choice. Establishing the relationship between the built environment and transit use using direct models can help planners predict the impact of neighborhood-level changes, that are otherwise overlooked. However, limited research has compared the impacts of the built environment for different networks and for individual transit modes. This paper addresses this gap by developing built environment and transit use models for three multimodal networks, Amsterdam, Boston and Melbourne, using a consistent methodology. A sample of train, tram and bus sites with similar station-area built environments are selected and tested to establish if impacts differ by mode. It is the first study that develops neighborhood-level indicators for multiple locations using a consistent approach. This study compares results for ordinary least squares regression and two-stage least squares (2SLS) regression to examine the impact of transit supply endogeneity on results. Instrumented values are derived for bus and tram frequency in Melbourne and bus frequency in Boston. For other mode and city combinations, the 2SLS approach is less effective at removing endogeneity. Results confirm that different associations exist between the built environment and transit modes, after accounting for mode location bias, and that this is true in multiple networks. Local access and pedestrian connectivity are more important for bus use than other modes. Tram is related to commercial density. This finding is consistent for all samples. Land use mix and bicycle connectivity also tend to be associated with higher tram use. Train use is highest where opportunities exist to transfer with bus. Population density is commonly linked to ridership, but its significance varies by mode and network. More research is needed to understand the behavioral factors driving modal differences to help planners target interventions that result in optimal integration of land use with transit modes. @en

Introduction: Studies have shown that perceived security discourages pedestrians from walking, which in turn reduces physical activities and associated health benefits. However, there is a dearth of research about what elements of the built environment contribute to perceived security among pedestrians and, in particular, how the perception varies amongst women and amongst men in suburban environments. The present study aims to address this gap in the literature. Methods: A range of scenarios (i.e. more/less diversity of land use, presence/absence of trees) were presented in an online experiment to 995 participants in Brisbane (Australia). Participants reported their perceptions of being assaulted/robbed/harassed in each scenario. Random effects ordered probit models were estimated for men and women to identify the association between perceived security and built environment factors, controlling for other confounders such as age and attitudes. Results: Women have a higher perceived risk of being assaulted/robbed/harassed compared with men in all scenarios tested in the present study. Importantly, the results indicated that while residential, commercial, and mixed land use provide a sense of security for pedestrians compared to vacant land, the effect was larger for women compared to men. There were no significant differences between vacant and recreational land use in terms of perceived security. At night, pedestrians perceived suburban environments as insecure, and the change in the level of security was higher for women than men. Also, night time security varied over different land-use types between men and women. Conclusions: The findings suggest that targeted urban design practices (e.g., functional use of vacant land, increasing diversity of land use, adequate street lights) could be used to improve perceived security and also reduce gender inequality in security perceptions. In turn, improved perceptions of security can help to increase walking as a mode of transport.@en

Pedestrian route choice (PRC) is influenced by a wide range of factors, yet an understanding of the trends, patterns, and findings of PRC research is a gap in the literature. The present study applied the PRISMA framework to systematically identify published studies on PRC. The identified studies were synthesized by answering the systematic classification scheme (SCS) questions. Results show that prior studies have used a total of 105 factors associated with PRC. The identified factors were categorized under three groups (i.e. pedestrian socio-demographic factors, built environment factors, trip characteristics). The findings of this systematic review identified several critical research gaps for studying PRC behaviour. Future PRC research should aim to determine the influence of social, physical, and individual factors associated with PRC and the nature of the relationships of those factors with PRC.@en

Pedestrian route choice (PRC) is influenced by a wide range of factors, yet an understanding of the trends, patterns, and findings of PRC research is a gap in the literature. The present study applied the PRISMA framework to systematically identify published studies on PRC. The identified studies were synthesized by answering the systematic classification scheme (SCS) questions. Results show that prior studies have used a total of 105 factors associated with PRC. The identified factors were categorized under three groups (i.e. pedestrian socio-demographic factors, built environment factors, trip characteristics). The findings of this systematic review identified several critical research gaps for studying PRC behaviour. Future PRC research should aim to determine the influence of social, physical, and individual factors associated with PRC and the nature of the relationships of those factors with PRC.@en

Pedestrian route choice (PRC) is influenced by a wide range of factors, yet an understanding of the trends, patterns, and findings of PRC research is a gap in the literature. The present study applied the PRISMA framework to systematically identify published studies on PRC. The identified studies were synthesized by answering the systematic classification scheme (SCS) questions. Results show that prior studies have used a total of 105 factors associated with PRC. The identified factors were categorized under three groups (i.e. pedestrian socio-demographic factors, built environment factors, trip characteristics). The findings of this systematic review identified several critical research gaps for studying PRC behaviour. Future PRC research should aim to determine the influence of social, physical, and individual factors associated with PRC and the nature of the relationships of those factors with PRC.@en

Pedestrian route choice (PRC) is influenced by a wide range of factors, yet an understanding of the trends, patterns, and findings of PRC research is a gap in the literature. The present study applied the PRISMA framework to systematically identify published studies on PRC. The identified studies were synthesized by answering the systematic classification scheme (SCS) questions. Results show that prior studies have used a total of 105 factors associated with PRC. The identified factors were categorized under three groups (i.e. pedestrian socio-demographic factors, built environment factors, trip characteristics). The findings of this systematic review identified several critical research gaps for studying PRC behaviour. Future PRC research should aim to determine the influence of social, physical, and individual factors associated with PRC and the nature of the relationships of those factors with PRC.@en

Perceptions of the walking environment can encourage or discourage walking for transport. However, the influence of the built environment (BE) on pedestrians’ perceptions of the walking environment has not been fully understood. To address this gap, the present research investigates how BE characteristics of a suburban walking environment are associated with the perceptions of attractiveness (i.e., pleasantness, friendliness), safety, and security. Using a cross-sectional design, 995 participants reported their perceptions about the attractiveness, safety, and security of different suburban BE scenarios in Brisbane (Australia). Univariate and bivariate random effect ordered probit models were estimated to identify the associations between BE characteristics and perceived attractiveness, safety, and security whilst controlling for psychosocial factors. Results indicated that perceived attractiveness (i.e., pleasantness and friendliness) was higher for recreational areas than residential land use. Women perceived the walking environment as more pleasant with trees. The perception of safety was higher for recreational and vacant land compared to residential areas. Young pedestrians perceived that the likelihood of being assaulted/robbed/harassed at night was lower if they walked through an area with commercial and mixed land use. Women pedestrians perceived that the corresponding risk at night was higher in recreational areas. Overall, the findings suggest that urban design strategies such as increasing land use diversity and providing adequate trees enhance perceived environmental attractiveness, safety, and security, ultimately resulting in more walking for transport.@en

Perceptions of the walking environment can encourage or discourage walking for transport. However, the influence of the built environment (BE) on pedestrians’ perceptions of the walking environment has not been fully understood. To address this gap, the present research investigates how BE characteristics of a suburban walking environment are associated with the perceptions of attractiveness (i.e., pleasantness, friendliness), safety, and security. Using a cross-sectional design, 995 participants reported their perceptions about the attractiveness, safety, and security of different suburban BE scenarios in Brisbane (Australia). Univariate and bivariate random effect ordered probit models were estimated to identify the associations between BE characteristics and perceived attractiveness, safety, and security whilst controlling for psychosocial factors. Results indicated that perceived attractiveness (i.e., pleasantness and friendliness) was higher for recreational areas than residential land use. Women perceived the walking environment as more pleasant with trees. The perception of safety was higher for recreational and vacant land compared to residential areas. Young pedestrians perceived that the likelihood of being assaulted/robbed/harassed at night was lower if they walked through an area with commercial and mixed land use. Women pedestrians perceived that the corresponding risk at night was higher in recreational areas. Overall, the findings suggest that urban design strategies such as increasing land use diversity and providing adequate trees enhance perceived environmental attractiveness, safety, and security, ultimately resulting in more walking for transport.@en

Perceptions of the walking environment can encourage or discourage walking for transport. However, the influence of the built environment (BE) on pedestrians’ perceptions of the walking environment has not been fully understood. To address this gap, the present research investigates how BE characteristics of a suburban walking environment are associated with the perceptions of attractiveness (i.e., pleasantness, friendliness), safety, and security. Using a cross-sectional design, 995 participants reported their perceptions about the attractiveness, safety, and security of different suburban BE scenarios in Brisbane (Australia). Univariate and bivariate random effect ordered probit models were estimated to identify the associations between BE characteristics and perceived attractiveness, safety, and security whilst controlling for psychosocial factors. Results indicated that perceived attractiveness (i.e., pleasantness and friendliness) was higher for recreational areas than residential land use. Women perceived the walking environment as more pleasant with trees. The perception of safety was higher for recreational and vacant land compared to residential areas. Young pedestrians perceived that the likelihood of being assaulted/robbed/harassed at night was lower if they walked through an area with commercial and mixed land use. Women pedestrians perceived that the corresponding risk at night was higher in recreational areas. Overall, the findings suggest that urban design strategies such as increasing land use diversity and providing adequate trees enhance perceived environmental attractiveness, safety, and security, ultimately resulting in more walking for transport.@en

Perceptions of the walking environment can encourage or discourage walking for transport. However, the influence of the built environment (BE) on pedestrians’ perceptions of the walking environment has not been fully understood. To address this gap, the present research investigates how BE characteristics of a suburban walking environment are associated with the perceptions of attractiveness (i.e., pleasantness, friendliness), safety, and security. Using a cross-sectional design, 995 participants reported their perceptions about the attractiveness, safety, and security of different suburban BE scenarios in Brisbane (Australia). Univariate and bivariate random effect ordered probit models were estimated to identify the associations between BE characteristics and perceived attractiveness, safety, and security whilst controlling for psychosocial factors. Results indicated that perceived attractiveness (i.e., pleasantness and friendliness) was higher for recreational areas than residential land use. Women perceived the walking environment as more pleasant with trees. The perception of safety was higher for recreational and vacant land compared to residential areas. Young pedestrians perceived that the likelihood of being assaulted/robbed/harassed at night was lower if they walked through an area with commercial and mixed land use. Women pedestrians perceived that the corresponding risk at night was higher in recreational areas. Overall, the findings suggest that urban design strategies such as increasing land use diversity and providing adequate trees enhance perceived environmental attractiveness, safety, and security, ultimately resulting in more walking for transport.@en

Perceptions of the walking environment can encourage or discourage walking for transport. However, the influence of the built environment (BE) on pedestrians’ perceptions of the walking environment has not been fully understood. To address this gap, the present research investigates how BE characteristics of a suburban walking environment are associated with the perceptions of attractiveness (i.e., pleasantness, friendliness), safety, and security. Using a cross-sectional design, 995 participants reported their perceptions about the attractiveness, safety, and security of different suburban BE scenarios in Brisbane (Australia). Univariate and bivariate random effect ordered probit models were estimated to identify the associations between BE characteristics and perceived attractiveness, safety, and security whilst controlling for psychosocial factors. Results indicated that perceived attractiveness (i.e., pleasantness and friendliness) was higher for recreational areas than residential land use. Women perceived the walking environment as more pleasant with trees. The perception of safety was higher for recreational and vacant land compared to residential areas. Young pedestrians perceived that the likelihood of being assaulted/robbed/harassed at night was lower if they walked through an area with commercial and mixed land use. Women pedestrians perceived that the corresponding risk at night was higher in recreational areas. Overall, the findings suggest that urban design strategies such as increasing land use diversity and providing adequate trees enhance perceived environmental attractiveness, safety, and security, ultimately resulting in more walking for transport.@en