ABSTRACT
This paper aims to empirically analyze the difference in the closure rate of the commercial district according to the industry structure of the commercial district. Theoretically, the larger the number of stores in a commercial district, the greater the positive externality caused by the agglomeration economies in consumption, namely, the external economies of scale. However, the agglomeration economies could occur from comparison shopping or one-stop shopping, depending on the business structure of the commercial district. According to the empirical results of the regression analysis of all 1164 commercial districts in Korea, the more specialized a commercial district is by stores in a specific industry, the lower the closure rate of that commercial district. This means that the agglomeration economies in consumption are driven by comparison shopping rather than by one-stop shopping and implies that it is necessary to introduce incentives that allow stores in the same industry to cluster together in terms of policy. Meanwhile, if the closure is limited to a specific industry, it will cause an endogeneity problem since it affects the industry structure of the commercial district. Considering this, as a result of additional estimation by 2SLS and GMM using instrumental variables, the error in estimation due to the endogeneity problem was not large, confirming that COVID-19 corresponds to an overall external shock that is not limited to a specific industry. In addition, this paper presents diagnostic indicators for commercial districts to measure the impact of COVID-19. Through this, it will be possible to alleviate conflicts between social classes over compensation or subsidies for sanctions for quarantine. To the best of our knowledge, it is the first time to use all commercial districts in Korea for a research in evaluating the impact of COVID-19, and empirical results on agglomeration economies focusing on the consumption side are limited.
ABSTRACT
Non-commuting travel is essential for people to meet daily demands and regulate mental health, which is greatly disrupted due to the COVID-19 pandemic. To explore non-commuting intentions during COVID-19 across different groups of residents, this paper uses online survey data in Nanjing and constructs a hybrid latent class choice model that combines sociodemographic characteristics and psychological factors. Results showed that the respondents can be divided into two groups: the "cautious" group versus the "fearless" group. The "cautious" group with lower willingness to travel tend to be older, higher-income, higher-educated, female and full-time employees. Furthermore, the "cautious" group with higher perceived susceptibility is more obedient to government policies. In contrast, the "fearless" group is significantly affected by perceived severity and is more inclined to turn to personal protection against the pandemic. These results suggested that non-commuting trips were influenced not only by individual characteristics but also by psychological factors. Finally, the paper provides implications for the government to formulate COVID-19 management measures for the heterogeneity of different groups.
ABSTRACT
This book is a collection of narrations about the effects of the COVID-19 pandemic from different countries collected within the Workgroup 2ATLAS of the COST action CA18214 ‘The Geography of New Working Spaces and the Impact on the Periphery'. This conclusive chapter comprehends the previous chapters and offers a comparative view regarding the effects on Coworking Spaces (CS), Governmental Measurements to curb the Pandemic, Effects on Work, Remote/Telework Work, Working-From-Home (WFH), Effects on Commuting, Transportation Mods and Services, Effects on the Housing, Place of Residence, Office and Real Estate Market, Effects on Tourism, Effects on Urban Planning. The final section of this chapter draws attention to the direct and indirect effects of coworking spaces. Direct effects on individuals and indirect effects as living-, work- and build-environment, taking into account space and economy, environment (energy) and urban planning. This book contributes to a fast-growing amount of literature on new working spaces, especially coworking spaces. Further empirical studies should be conducted to create evidence as a solid foundation for policies at the EU, national and subnational levels. © 2023, The Author(s).
ABSTRACT
The COVID-19 pandemic has had a significant impact on metro commuting ridership. However, the exact magnitude and spatial and temporal characteristics of the impact remain unclear. In this study, we explored the impact of the COVID-19 outbreak on metro commuting ridership in Wuhan, where the novel virus was first reported. The results of interrupted time-series (ITS) analysis showed that metro commuting ridership sharply dropped in the short term under the impact of the outbreak in the epicenter, rebounded rapidly as the pandemic eased, and it returned to pre-pandemic levels in six months. Furthermore, there was a noticeable spatial heterogeneity in the rebound. Urban centers, especially employment centers, recovered faster than other areas. In addition, the number of residents, number of bus stops, number of enterprises around a metro station and being a transfer station had a positive effect on metro ridership, while street length, number of restaurants, and number of metro exits had a negative effect. These findings may help local governments and metro managers develop sustainable metro operations and infection prevention policies to better cope with the impact of the pandemic and beyond.
ABSTRACT
In early 2020 our lives changed profoundly: to stop - or at least to slow down - the spread of COVID-19, advice was issued, recommendations were given and measures were introduced all over the world. In Hungary in early March the first recommendations were given for social distancing: people were asked not to take unnecessary travel and stay home. On March 11th the Hungarian government declared a state of emergency and from the 28th of March a partial lockdown was in effect in Hungary. In order to see how the recommendations and the lockdown influenced work and shopping related behavior, an online survey was conducted in Western Hungary in May 2020. The survey compares shopping activities and shopping- and work-related travel before the pandemic (before March) and after the recommendations and restrictions were issued. First results show that shopping related travel did not change profoundly: place of purchase remained in most cases the same. The dynamics of offline shopping changed: people tried to go to shops as little as possible. Work related travel also changed: in cases where home offices were possible, people worked from home. A second survey was conducted in autumn 2020. The survey analyzes whether shopping related travel patterns changed back to normal during the summer, or consumers retained the behavior they adopted during spring 2020. The analysis also includes publicly available data about various ongoing consumer research surveys conducted by research institutes and trade organizations since April. © The Author(s), under exclusive license to Springer Nature Switzerland AG 2022.
ABSTRACT
Work-related travel is one of the primary travel purposes for citizens (Eurostat, 2021). The COVID-19 pandemic triggered significant changes in lifestyles and mobility that may persist in the long term. Teleworking and online shopping are much more widely adopted than before the pandemic crisis, while active mobility modes have gained a considerable share of urban transport activity. Restrictions in response to the COVID-19 pandemic have shown that several activities developed within the city can be done by ICT tools, such as working from home or shopping online, among others. Those tools can be used to avoid -potentially-unnecessary trips and consequently reduce Green House Gas (GHG) emissions. This work aims to determine how the COVID-19 pandemic affected the adoption of teleworking and how mobility behaviour has changed during the pandemic. It also explores the factors that may affect mobility changes, their long-term effects and potential repercussion on GHG emissions. To do so, we use an extensive survey carried out in 20 European cities across 11 Member States, applying statistical inference analysis among different categories of variables focusing on active workers. Results show that teleworking has grown significantly during the pandemic, both in the number of users and in the frequency of use. The change in mobility patterns has been significant and might serve as a lever for change towards a more sustainable mobility, but also for the worse if the right decisions are not made consequently. © 2023 The Authors. Published by ELSEVIER B.V.
ABSTRACT
Background and aims: Public health measures adopted to contain the spread of COVID-19 included restrictions on activities and mobility as people were asked to stay at home and schools moved to online learning. This may have increased risk of non-communicable disease by limiting recreational and transport-related physical activity. Building on an existing study, we assessed changes in self-reported and device-measured physical activity and travel behaviour before, during and after the peak of local COVID-19 outbreak and restrictions (March-July 2020). We examined beliefs in effectiveness of strategies to increase active and public transport after restrictions were reduced. Methods: A longitudinal study of adult infrequent bus users (average ≤ 2 trips per week; n = 70; 67% women) in Hobart, Australia. One-week assessment periods at four separate timepoints (before, during, 0-3 months after, and 3-6 months after the peak restrictions period) involved wearing an accelerometer, daily transport diaries, online surveys and tracking bus smartcard boardings. Results: Physical activity (especially among older participants), bus use and private motor vehicle use declined significantly during or 0-3 months after the peak restrictions period and returned to pre-restrictions levels by 3-6 months after the peak restrictions period, except bus use which remained significantly lower. Retrospective surveys overstated declines in bus use and active transport and self-reports understated declines in physical activity. Social distancing and improving service efficiency and frequency were seen as effective strategies for increasing bus use after restrictions but belief in effectiveness of distancing decreased over time. Conclusions: When restrictions on mobility are increased, supportive health promotion measures are needed to prevent declines in physical activity, particularly for older adults. Public transport systems need capacity to implement temporary distancing measures to prevent communicable disease transmission. Providing convenient, flexible, and efficient options for public transport may help to replenish public transport use after restrictions are reduced.
ABSTRACT
The University of Michigan denied tenure to four marginalized faculty members in 2007 and while wrestling with her own tenure challenges, Patricia Matthew brings these stories together. In many ways, these persons are marginalized from the intellectual community that graduate school fosters. [...]they are effectively rendered invisible to the campus community at large. The stigma attached to them, complicated by a healthy level of historical skepticism of social workers and mental health clinicians, may prevent scholars who struggle with anxiety and depression, for example, from availing themselves of any wellness resources and counseling services available to them on campus. In the age of COVID-19, the long-term effects of the disease for those who have survived it are yet to be fully understood and the impacts of the collective trauma are likely exacerbating for those who are already struggling with isolating physical conditions and mental health challenges.
ABSTRACT
The COVID-19 pandemic that began in 2020 has caused various phenomena in some fields of work, especially the phenomenon of remote working. The phenomenon of remote working is possible through the advancement of information and communication technology (ICT). The good impact on the environment, especially air pollution decreasing due to the lack of commuting, makes the phenomenon of remote working need to be enhanced so that the positive impact on the environment increases. This exploratory research found that the work environment factors in the workstation design, including physical ergonomics, lighting, noise, etc., greatly affect the productivity of remote workers. This workstation design is a solution for remote workers during and post-pandemic.
ABSTRACT
The surge in work-from-home arrangements brought on by the COVID-19 pandemic threatens serious disruptions to state tax systems. Billions of dollars are at stake at this pivotal moment as states grapple with where to assign income earned through these remote work arrangements for tax purposes: the worker's home or the employer's location? Some states-intent on modernizing their income tax laws-have assigned such income to the employer's location, but have faced persistent challenges on both constitutional and policy grounds in response. This Article provides a vigorous defense against such challenges. The Supreme Court has long interpreted the Constitution to be deferential to state tax actions;new laws for the age of remote work surely satisfy constitutional demands. Moreover, assigning income from remote work to the employer's location is more equitable than assigning the income to the worker's home, justifying modernization efforts from a policy perspective. The solution to this homework assignment problem is evident: the states must revise their tax laws to face the evolving nature of work.
ABSTRACT
Active commuting to school has significant positive health and environmental impacts;however, the increasing use of private vehicles has transformed school commuting from an active to a passive activity. Our research is aimed at analyzing which factors influence the choice on how to commute to school with a special focus on the role played by the Covid-19 health emergency. We carried out an online survey involving a sample of 193 students of a middle school of Trieste (Italy) and 217 parents. We find that attitudes and perceptions of children and parents significantly differ with respect to both the risks and benefits of different means of transportation and with respect to the policies that should be implemented to support active commuting to school. Our study is innovative with respect to the age range we focused on, since most of the literature deals with young children (elementary school) or with adolescents (high school) whose modal choice are taken either by their parents or by the students themselves. With reference to middle school students, instead, it is expected that children and parents jointly take the choice on how to commute and it is relevant to detect the role played by each family member in the decision-making process. Our results will be useful to local administrators, policy-makers and decision-makers in order to design, implement and support transport and demand management policies that are effective in shifting the mobility habits of middle school students toward healthier and more sustainable means of transportation.
ABSTRACT
Station-based bike sharing (SBBS) not only provides commuters with direct "door-to-door" trips, but also plays a vital role in addressing the "first/last mile" challenges for public transportation system. However, there is a lack of research into portraying year-to-year changes in SBBS commuter behaviors. With five-year (from 2016 to 2020) SBBS smart card data collected in Nanjing, China, a longitudinal analysis is performed in this study to trace yearly dynamics of commuter behaviors at an individual level. We identify two sorts of SBBS commuters (i.e., SBBS-alone and SBBS-metro commuters) based on users' spatial-temporal travel regularities. The paper finds that (i) the number of SBBS users presented a considerable fluctuation trend over a five-year span, while the proportion of SBBS commuters stabilized at an equilibrium level;(ii) the COVID-19 outbreak accelerated the decline in the proportion of female and young SBBS commuters;(iii) most SBBS commuters were recorded for only one year out of five, while the share of commuters who used SBBS for four years or more is tiny, < 5%;(iv) the trip duration of SBBS-alone commuters was significantly longer than that of SBBS-metro commuters, and both showed some increase during the COVID-19 pandemic;(v) the number of non-loop trip chains was dramatically higher than that of loop trip chains, which is more prominent among SBBS-metro commuters. Our findings could provide valuable insights into the behavioral dynamics of SBBS commuters and offer recommendations on how policy makers and transportation planners could respond to these precipitate changes. (PsycInfo Database Record (c) 2023 APA, all rights reserved)
ABSTRACT
—Housing and working constitute two of the main social functions of a city, and the distance between them is a critical challenge. A 15-Minute City (or the city of the quarter of an hour) is a concept for a city in which citizens can access their daily necessities by foot or by bike within 15min. The concept was developed by Carlos Moreno to help tackle car hegemony and create more sustainable human-centric urban environments. The purpose of this chapter is to investigate how coworking space proximity may be a solution to materialize this challenge, especially nowadays given the worldwide rethinking of how we move and work in the city due to the COVID-19 pandemic. —This chapter presents an overview of different research streams concerned by this research question: the "15-Minute City” Concept, the third places, the coworking, and the amenities. It is completed by an empirical study of the Parisian situation in 2019 based on a census of coworking spaces derived from the Cartoviz database (of the Institute of the Paris region). Their presence is (one by one) precisely measured through localization into cadastral sections (coherent urban areas) and assessment of walking distances. The relationships with subway stations and real estate prices are analyzed, thanks to the Demande de Valeur Foncière database. —This research reveal four different results: Following the principles of the 15-Minute City, more and more high-skilled workers value their commuting time and would prefer to work in a coworking space located within walking distance than in a conventional office (approx. 70mn is the average daily commuting time in Paris). Since these workers will often switch companies in their life, their housing location choice is hard. If they are reluctant to telecommute from home (deprived of social interactions and knowledge spillovers), coworking spaces constitute third places and neighborhood amenities (as restaurants, movie theaters, or subway stations). This amenity status is observed in the real estate prices surrounding. The number of coworking spaces in Paris has now exceeded the number of subway stations. Most Parisians live within 500m from a coworking space. They constitute a dense network unevenly distributed. Because most of them are privately owned, they are over-represented in the rich downtown arrondissements, whereas they could balance the spatial inequality in employment. —Most of the urban economics literacy dedicated to the relationship between workplace location and household location consider traditional commuting time to conventional office through urban transport (especially individual cars, subway, and bus networks). But in the 15-Minute City, another way of working should be considered, since it is not possible to reach any districts of Paris in 15min, even if the transport system is improved. Working within walking distance is the most fruitful way to materialize the 15-Minute City. © 2023 Elsevier Inc. All rights reserved.
ABSTRACT
This paper aims to investigate which EU cross‐border labor policy recommendations can be drawn from COVID‐driven research attention. For this purpose, a systematic literature review with an in‐depth qualitative analysis of selected articles was performed. Overall, three major categories of recommendations were revealed. Besides recommendations on contagion policy and the centrality of decision‐making, recommendations on solving the social impact of the pandemic on the reputation of cross‐border commuters can be deduced. The three categories are unified by the need for more regional but cross‐border approaches in decision‐making and research in general. Seeing the EU rather more as a constellation of various economic and social regions, including cross‐border communities, than a total of countries divided by national borders, would benefit EU labor policy and cross‐border commuters automatically – not only in times of crises. Exploiting new spatial research methods to analyze (labor) mobility within border regions enables novel contributions to the state of research.Alternate :El objetivo de este artículo es investigar qué recomendaciones sobre las políticas laborales transfronterizas de la UE pueden extraerse de la atención prestada por la investigación a COVID. Para ello, se realizó una revisión sistemática de la literatura con un análisis cualitativo en profundidad de los artículos seleccionados. En conjunto, aparecieron tres grandes categorías de recomendaciones. Además de las recomendaciones sobre la política de contagio y la importancia de la toma de decisiones, se extrajeron recomendaciones para resolver el impacto social de la pandemia en la reputación de los viajeros transfronterizos. Las tres categorías están vinculadas por la necesidad de más enfoques regionales pero transfronterizos en la toma de decisiones y la investigación en general. Entender la UE más como una constelación de una serie de regiones económicas y sociales, entre ellas las comunidades transfronterizas, en vez de un número de países divididos por fronteras nacionales, beneficiaría automáticamente a la política laboral de la UE y a los trabajadores transfronterizos, no sólo en tiempos de crisis. La explotación de nuevos métodos de investigación espacial para analizar la movilidad (laboral) dentro de las regiones fronterizas permite realizar aportaciones novedosas al avance de la investigación.Alternate :抄録本稿では、EUの国境を越えた労働政策の提言のうち、どれが新型コロナウイルス関連の研究上の注目課題から引き出すことができるかを検討する。この目的のために、システマティック・レビューを実施し、一部の論文には詳細な定性的分析も実施した。概して、推奨事項には主要な3つのカテゴリーがあることが明らかになった。感染政策及び意思決定における中央集権性に関する勧告の他に、国境を越えた通勤者の評判に対するパンデミックの社会的影響を解決するための勧告を導き出すことができる。この3つのカテゴリーは、意思決定や研究全般において、地域的ではあるが国境を越えたアプローチが必要であるため、1つにまとめられている。EUを、国境で分けられた国の集合体ではなく、国境を越えたコミュニティを包括した様々な経済的・社会的地域の集合体と見る方が、危機の際に限らず、EUの労働政策と国境を越えた通勤者の利益となることは当然であるといえる。国境地域内の (労働力の)移動性を分析するための新たな空間的研究手法を活用することで、研究に新しい貢献がもたらされる。
ABSTRACT
Transit-oriented development (TOD) is an urban designed model aimed at attracting more sustainable travellers. However, not all TOD projects succeed in maintaining a high rate of sustainable travel behaviour. To examine the impacts of TOD on residents' travel behaviour, this paper applies binary logistic regression to analyse survey data for 1,298 residents living in the TOD areas in Hangzhou collected in 2020. The results show that socioeconomic characteristics, built environment factors, and travel attitudes play important roles in influencing their travel mode choices. Furthermore, the number of children in households and higher levels of car ownership significantly influence residents' sustainable travel behaviours. However, it appears that only a limited number of factors can convince car users to shift to sustainable modes of travel, such as their workplace being accessible by metro and attitudes towards changes in accessibility. This research study contributes to the existing literature in terms of enhancing the understanding of travel mode choice behaviours, particularly with regard to people who live near public transport infrastructure, as well as formulating evidence-based TOD policies to achieve more sustainable transport systems.
ABSTRACT
In orbit since late 2017, the Tropospheric Monitoring Instrument (TROPOMI) is offering new outstanding opportunities for better understanding the emission and fate of nitrogen dioxide (NO2) pollution in the troposphere. In this study, we provide a comprehensive analysis of the spatio-temporal variability of TROPOMI NO2 tropospheric columns (TrC-NO2) over the Iberian Peninsula during 2018–2021, considering the recently developed Product Algorithm Laboratory (PAL) product. We complement our analysis with estimates of NOx anthropogenic and natural soil emissions. Closely related to cloud cover, the data availability of TROPOMI observations ranges from 30 %–45 % during April and November to 70 %–80 % during summertime, with strong variations between northern and southern Spain. Strongest TrC-NO2 hotspots are located over Madrid and Barcelona, while TrC-NO2 enhancements are also observed along international maritime routes close the strait of Gibraltar, and to a lesser extent along specific major highways. TROPOMI TrC-NO2 appear reasonably well correlated with collocated surface NO2 mixing ratios, with correlations around 0.7–0.8 depending on the averaging time.We investigate the changes of weekly and monthly variability of TROPOMI TrC-NO2 depending on the urban cover fraction. Weekly profiles show a reduction of TrC-NO2 during the weekend ranging from -10 % to -40 % from least to most urbanized areas, in reasonable agreement with surface NO2. In the largest agglomerations like Madrid or Barcelona, this weekend effect peaks not in the city center but in specific suburban areas/cities, suggesting a larger relative contribution of commuting to total NOx anthropogenic emissions. The TROPOMI TrC-NO2 monthly variability also strongly varies with the level of urbanization, with monthly differences relative to annual mean ranging from -40 % in summer to +60 % in winter in the most urbanized areas, and from -10 % to +20 % in the least urbanized areas. When focusing on agricultural areas, TROPOMI observations depict an enhancement in June–July that could come from natural soil NO emissions. Some specific analysis of surface NO2 observations in Madrid show that the relatively sharp NO2 minimum used to occur in August (drop of road transport during holidays) has now evolved into a much broader minimum partly de-coupled from the observed local road traffic counting;this change started in 2018, thus before the COVID-19 outbreak. Over 2019–2021, a reasonable consistency of the inter-annual variability of NO2 is also found between both datasets.Our study illustrates the strong potential of TROPOMI TrC-NO2 observations for complementing the existing surface NO2 monitoring stations, especially in the poorly covered rural and maritime areas where NOx can play a key role, notably for the production of tropospheric O3.
ABSTRACT
The paper investigated insights of telecommuting practices and trends in the digital transformation. Critical objectives were to find the priorities behind telecommuting developments, examine disruption technologies and trends to transform and advance virtual teleworking practices, determine sustainable strategies and programmes for telecommuting arrangements, and explore lessons learned for future prospects from remote working practices. Teleworking practices have opened and expanded economies and business opportunities in organizations worldwide. Trending digital innovations advancing telecommuting in the knowledge economy include internet of things, enterprise mobility, cloud solutions, and blockchain. Robust technological infrastructure, management, communication, and cultural trust are among the top strategies for sustaining telecommuting programmes. In the post-COVID-19 world, telecommuting is fundamental and mandatory, and therefore, leaders, people, organizations, professionals, and communities have a lot to gain from the practice.
ABSTRACT
This study investigates work and non-work antecedents for the work–life balance (WLB) development of remote employees during the COVID-19 pandemic. Longitudinal data (N = 1,146, T1;N = 737, T2) was collected in May–June 2020 and December 2020 in one multinational company (MNC) in Finland. In data analysis, structural equation modeling (SEM) with a cross-lagged panel model was utilized. The results revealed that during the pandemic, WLB slightly decreased. The quantitative job demands increased and predicted a decreased WLB at T2. Job autonomy decreased but did not have an effect on WLB development or buffer the negative effect of quantitative job demands on WLB. Time saved from commuting was positively related to WLB development, but the number of children living at home and the age of the youngest child had no statistically significant link to WLB development over time (similar finding for men and women). Although care responsibilities from the gender perspective is not the focus of our study, the additional analysis show that WLB at T1 was more challenging for women the more children they had, or the younger the youngest child was. For men, children did not make a difference for their WLB at T1. This finding indicates that WLB has been more challenging for mothers compared to fathers already when our first data had been collected, and the continuance of the pandemic did not change the situation in any direction. This research contributes to the knowledge about work and non-work related demands and resources as antecedents for WLB development during the pandemic. As a practical implication during the pandemic, the authors suggest that employers should follow development for employees' WLB as a measure of well-being in remote work. In addition, the workload of remote employees should be followed, and time saved from commuting should be preserved as employees' non-work time and protected from work-related tasks.
ABSTRACT
Since early 2020 Europe has been coping with previously unfamiliar economic and social distress caused by the COVID-19 pandemic, the virus's uncontrollable spread (SARS-CoV-2) has thoroughly affected behavioural patterns, societal well-being, and everyday activities. With this study, we aim to contribute to the differences in daily commuting patterns between the first and second waves of the COVID-19 pandemics. Moreover, we seek to uncover factors and territorial differences in population mobility behaviour during the "COVID crisis”. As a method for insight into this, we used a CAWI population survey. Survey took place in March 2021 with a total sample of n=1023 respondents. Comparatively, we asked to report on the situation in 2020 and 2021, representing the first and second waves of the outbreak in Latvia. The paper we structured around three research questions: 1) What are the differences in daily commuting patterns during Latvia's first and second COVID-19 wave? 2) How do commuting patterns translate into regional differences? 3) What sociodemographic characteristics influence commuting habits? The findings suggest that around one-third of the population started working from home (WFH) along with the implemented restrictions. We find that the distinct ability to perform WFH is a pivotal contributor to socioeconomic disparities in commuting behaviour. No significant differences in daily commuting habits in Latvia were found when comparing the first and second waves. However, the heterogeneity of the findings appears when comparing the results among regions, age groups, education and occupations. We found a low "COVID crisis” impact on travel behaviour for less advanced population groups. And high impact or even far-reaching socioeconomic inequalities compared to students or those WFH with higher education, qualified specialists, managers, company owners and persons employed in the tertiary sector, as they are those coping with the most evident changes in their daily lives. © 2022 Societe Belge de Geographie. All rights reserved.
ABSTRACT
Bicycling is an important form of active transport that contributes to sustainability mobility as a result of its role in personal and public health and emissions reduction. The significance of which has grown since the COVID‐19 pandemic outbreak. However, biking studies have neglected, in theoretical terms, developing an understanding of why consumers bike. Therefore, this research designs and verifies an extended theory of planned behavior adding personal and public health and a moderator of perceived smart application usage to help explain such consumer behavior. This study is based on a digital survey of South Koreans who biked for leisure, tourism, and/or work, utilizing partial least squares‐structural equation modeling with multi‐group analysis and Fuzzy‐set Qualitative Comparative Analysis. Results revealed that personal health is most important to cyclists, followed by public health, attitude, and subjective norm. Interestingly, people with perceived high usage of smart applications for biking show stronger relationships between public health and attitude and perceived behavioral control and behavioral intention than low users. In contrast, individuals with perceived low usage of smart applications for biking reveal a stronger relationship between attitude and behavioral intention than high users. The high and low user groups of smart applications also distinctively differ in levels of cycling behavior. Consequently, this work offers several theoretical and managerial implications for research and practice.