Key Levers to Reform Non-Motorized Transport: Lessons From the COVID-19 Pandemic

The objective of this research was to understand key levers that enabled city, regional, and national governments to improve non-motorized transport (NMT) infrastructure during the lockdowns necessitated by the COVID-19 pandemic. The research focused primarily on cycling and adopted a case study approach focusing on three cities: Bengaluru (India), Bogota (Colombia), and London (UK). The selected cities were chosen for diversity across geographies, country income levels, and the scale of interventions. Eight key levers were identified to understand how cycling interventions can be supported, implemented, sustained, and scaled up. These included institutional and organizational arrangements;technical capacity;financing;leadership;policy and regulatory framework;plans, strategies, and technical resources;role of civil society;and communications, messaging, and outreach. The research used secondary literature reviews and key informant interviews, which were validated through an online round table. Research revealed that certain levers were necessary in initiating and continuing successful NMT interventions. These included supportive leadership, participative civil society, and adequate financial and technical capacity. Communications and outreach helped bring behavioral change amongst residents while a coordinated institutional framework and plans and strategies were necessary to sustain momentum. This research contributes to urban mobility and public administration literature in understanding processes and enablers of sustainable mobility interventions. It is relevant for cities in low-and middle-income countries beginning to focus on NMT interventions to combat climate change and public health challenges. © National Academy of Sciences: Transportation Research Board 2021.

Open Streets for Whom?

The COVID-19 pandemic has created opportunities for cities to close streets to automobile traffic in the name of public health. Although these interventions promise numerous benefits, neighborhood activists and scholars of color suggest they can perpetuate structurally racist inequities. In this Viewpoint, we implore planners and other city builders to think critically about the impact of these interventions by employing an environmental justice framework. Applying this framework in the open streets context exposes several potential paradoxes that arise. We conclude with a set of best practices that can help city builders transcend these paradoxes and extend this livability revolution to all.

Road Modes: Walking

As walking is a zero-emission mode of transport with well-documented health, environmental, economic, and social benefits, researchers and policy-makers in the domains of urban transport planning, public health, engineering, and other fields have been exploring how to increase both utilitarian and leisure walking. Efforts to identify built environment characteristics associated with these desired behaviors have therefore also flourished in recent years and the provision of walkable urban space has become a common policy goal in cities around the world. However, there are many social, cultural, political barriers that slow down a shift back to pedestrian-focused development patterns. This entry will introduce background on walking as a travel mode and discuss its many social, environmental, and economic benefits. How cities can plan for more livable and walkable areas as well as both the possible roadblocks and opportunities associated with these changes will be discussed. Measurement issues, such as the concept of "walkability” will be explored as well as emerging issues such as what walkable space might mean in an era of increasing online shopping and how pedestrians may need to share street space with autonomous vehicles. While the majority of impacts of increased walkability are positive, possible gentrification, displacement, and exclusion impacts have also been documented with improved walkable urbanism. New global health threats (such as COVID-19 and, e.g., urban heat islands exacerbated by climate change) have also shone a light on discrepancies across race, income, and other socio-economic factors on the availability of safe places to walk and access urban amenities and green space. © 2021 Elsevier Ltd. All rights reserved

The agile city

This chapter outlines the wide-reaching benefits of active mobility in cities;the environmental advantages seen through reduced air pollution;and the social benefits, with fewer pedestrian deaths, improved city parking, and increased green space, and the economic link between active transport and increased city retail prices. Recent global events have nudged cities towards recentring people and their free movement at the heart of cities. Active transportation and mobility will only become the norm in cities when all stakeholders grasp the environmental, social, and economic co-benefits offered by providing citizens with meaningful opportunities to walk and cycle and to integrate these activities with options such as mass transit and ridesharing. The first notable event is the COVID-19 pandemic and its impact on city life. Prioritizing walking and cycling provides related and significant co-benefits for individuals, local businesses, and governments at all levels. © 2022 John Wiley & Sons Ltd. All rights reserved.

Health Impacts of COVID-19 through the Changes in Mobility

Understanding the wider effects of the COVID-19 pandemic on public health is needed to respond sufficiently to the impacts and facilitate recovery. We studied the secondary health impacts of COVID-19 through the changes in transportation using a ripple effect mode. Three ripples are defined to reflect the impacts of COVID-19 on (1) transportation and the systems behind it, (2) transportation-related health risk factors, and (3) public health. COVID-19 impacts on transportation are synthesized through six areas: transportation demand, transportation mode, traffic safety, land use and built environment, transportation jobs, and transportation equity. These changes are further associated with decreased transportation-related air pollution, greenhouse gases, noise, heat, and stress. Higher rates of road casualties were observed in the area of COVID-19. Social exclusion and limitations in accessibility to healthcare and healthy food were identified as negative consequences of changes in transportation. There are uncertainties in the rate of active transportation (i.e., walking and cycling) and related crashes that require further investigation. The findings of this study uncover the complex and relatively unknown impacts of COVID-19 on public health through changes in transportation. © 2023 by the authors.

Active transportation in high density residential areas in Lembah Pantai during pandemic COVID 19

Before the pandemic, most studies on active transportation focused on socioeconomic factors, how many cars people had, and how much it cost to own a car. Comfort, safety, and accessibility are the aspects of active transportation that have been talked about the most in previous studies. However, none of them have looked at active transportation as a way to increase the value of residential properties, whether or not the people who live there use active transportation. So, the right neighbourhood, which would have benefited from good planning and infrastructure, couldn't take advantage of the chance. With restrictions on movement and orders to work from home, the question is raised of whether different socioeconomic groups are well represented in active transportation. Even though residential developers and governments are putting more effort into making better amenities and infrastructure for active mobility, there is no evidence that the two are related. Nonetheless, active transportation is utilized to promote an active lifestyle and market properties. This study adds to an original case study evaluation of walkability and active transportation in Lembah Pantai by adding to what we know about active transportation. © 2023 The Authors

Active transportation in high density residential areas in Lembah Pantai during pandemic COVID

Before the pandemic, most studies on active transportation focused on socioeconomic factors, how many cars people had, and how much it cost to own a car. Comfort, safety, and accessibility are the aspects of active transportation that have been talked about the most in previous studies. However, none of them have looked at active transportation as a way to increase the value of residential properties, whether or not the people who live there use active transportation. So, the right neighbourhood, which would have benefited from good planning and infrastructure, couldn't take advantage of the chance. With restrictions on movement and orders to work from home, the question is raised of whether different socioeconomic groups are well represented in active transportation. Even though residential developers and governments are putting more effort into making better amenities and infrastructure for active mobility, there is no evidence that the two are related. Nonetheless, active transportation is utilized to promote an active lifestyle and market properties. This study adds to an original case study evaluation of walkability and active transportation in Lembah Pantai by adding to what we know about active transportation.

The Canadian Bikeway Comfort and Safety metrics (Can-BICS): National measures of the bicycling environment for use in research and policy.

Background: The lack of consistent measures of the cycling environment across communities hampers cycling research and policy action. Our goal was to develop the first national dataset in Canada for metrics of the cycling environment at the dissemination area (DA) level - the Canadian Bikeway Comfort and Safety (Can-BICS) metrics. Data and methods: The Can-BICS metrics are area-level metrics based on the quantity of cycling infrastructure within a 1 km buffer of the population-weighted centroid of DAs. The base data are a national cycling network dataset derived from OpenStreetMap (OSM) (extracted January 25, 2022) and classified by high-, medium- and low-comfort facilities. A Can-BICS continuous metric (sum of cycling infrastructure per square kilometre weighted by comfort class) and Can-BICS categorical metric were derived and mapped for all 56,589 DAs in Canada. The Can-BICS metrics were correlated with other national datasets (2016 Canadian Active Living Environments [Can-ALE] and 2016 Census journey-to-work data) to test for associations between Can-BICS and related measures. Additionally, city staff were engaged to provide feedback on metrics during the development phase. Results: One-third (34%) of neighbourhoods in Canada have no cycling infrastructure. According to the categorical measure, 5% of all DAs were assigned as the highest category of Can-BICS (corresponding to 6% of the population) and were nearly all within metro areas. The Can-BICS continuous metric had low correlation with bike-to-work rates (R = 0.29) and was more strongly correlated with sustainable-transportation-to-work rates (R = 0.56) and the Can-ALE metrics (R=0.62). These correlations were variable across cities. Interpretation: The Can-BICS metrics provide national research- and practice-ready measures of cycling infrastructure. The metrics complement existing measures of walking and transit environments (Can-ALE), collectively providing a cohesive set of active living measures. The datasets and code are publicly available, facilitating updates as new infrastructure is built.

Active Transportation, the Ultimate Low Carbon Way to Travel—A Review of International Research and Education

Active transport1 is a relatively new term but one that has been gaining support over the past decade as an alternative to “non-motorized transport” (NMT). Walking and cycling are the main transport modes within the active transport cluster. This paper summarizes the current state of international research and knowledge on active transport in urban and peri-urban areas in high-, middle- and low-income countries. It also explores current research gaps and potential “future looking” research areas. The information was collected in early 2020 and is based on a rapid literature review, a 15-question Internet survey, semi-structured interviews, and a peer-review process with key actors and experts in active transport. Respondents were professionally active in a broad range of areas directly or indirectly connected to the topic. A total of 112 cleaned responses2 were obtained from high, middle- and low-income countries. The main findings show that there is a high level of scholarship in the subject, with a greater breadth of research in high income countries. There has been an increase in research attention since 1990. Both are widely covered by work on road safety aspects. A key difference can be seen between cycling and walking and their positioning as transport modes. More papers on cycling are published in transport-related journals, while walking is better covered in health-related journals. Based on the identified research gaps found in this review, suggestions are put forward for further possible research areas of interest on active transport in the post COVID recovery. Copyright © 2022 Allen and Nolmark.

The TROLLEY Study: assessing travel, health, and equity impacts of a new light rail transit investment during the COVID-19 pandemic.

BACKGROUND: The COVID-19 pandemic disrupted life in extraordinary ways impacting health and daily mobility. Public transit provides a strategy to improve individual and population health through increased active travel and reduced vehicle dependency, while ensuring equitable access to jobs, healthcare, education, and mitigating climate change. However, health safety concerns during the COVID-19 pandemic eroded ridership, which could have longstanding negative consequences. Research is needed to understand how mobility and health change as the pandemic recedes and how transit investments impact health and equity outcomes. METHODS: The TROLLEY (TRansit Opportunities for HeaLth, Livability, Exercise and EquitY) study will prospectively investigate a diverse cohort of university employees after the opening of a new light rail transit (LRT) line and the easing of campus COVID-19 restrictions. Participants are current staff who live either < 1 mile, 1-2 miles, or > 2 miles from LRT, with equal distribution across economic and racial/ethnic strata. The primary aim is to assess change in physical activity, travel mode, and vehicle miles travelled using accelerometer and GPS devices. Equity outcomes include household transportation and health-related expenditures. Change in health outcomes, including depressive symptoms, stress, quality of life, body mass index and behavior change constructs related to transit use will be assessed via self-report. Pre-pandemic variables will be retrospectively collected. Participants will be measured at 3 times over 2 years of follow up. Longitudinal changes in outcomes will be assessed using multilevel mixed effects models. Analyses will evaluate whether proximity to LRT, sociodemographic, and environmental factors modify change in outcomes over time. DISCUSSION: The TROLLEY study will utilize rigorous methods to advance our understanding of health, well-being, and equity-oriented outcomes of new LRT infrastructure through the COVID-19 recovery period, in a sample of demographically diverse adult workers whose employment location is accessed by new transit. Results will inform land use, transportation and health investments, and workplace interventions. Findings have the potential to elevate LRT as a public health priority and provide insight on how to ensure public transit meets the needs of vulnerable users and is more resilient in the face of future health pandemics. TRIAL REGISTRATION: The TROLLEY study was registered at ClinicalTrials.gov ( NCT04940481 ) June 17, 2021, and OSF Registries ( https://doi.org/10.17605/OSF.IO/PGEHU ) June 24, 2021, prior to participant enrollment.

COVID-19 impacts on mobility, environment, and health of active transportation users.

Active transportation could be an effective way to promote healthy physical activity, especially during pandemics like COVID-19. A comprehensive evaluation of health outcomes derived from COVID-19 induced active transportation can assist multiple stakeholders in revisiting strategies and priorities for supporting active transportation during and beyond the pandemic. We performed a two-step reviewing process by combining a scoping review with a narrative review to summarize published literature addressing the influence of COVID-19 on mobility and the environment that can lead to various health pathways and health outcomes associated with active transportation. We summarized the COVID-19 induced changes in active transportation demand, built environment, air quality, and physical activity. The results demonstrated that, since the pandemic began, bike-sharing users dropped significantly while recreational bike trips and walking activities increased in some areas. Meanwhile, there have been favorable changes to the air quality and the built environment for active transportation users. We then discussed how these changes impact health outcomes during the pandemic and their implications for urban planning and policymaking. This review also suggests that walking and biking can make up for the reduced physical activities during the pandemic, helping people stay active and healthy.

Pedestrian movement modelling for a commercial street considering COVID-19 social distancing strategies.

This research attempts to understand the impacts of social distancing on dense urban pedestrian environments through pedestrian movement simulations. It develops a pedestrian microsimulation modelling framework that evaluates three scenarios for a commercial street in the Halifax Regional Municipality (HRM). The Business-as-Usual scenario mimics pre-COVID conditions with no social distancing protocols. Pandemic Scenario# 1 represents social distancing without any changes in the pedestrian infrastructure. The HRM has adopted a mobility response plan for COVID-19, this generates Pandemic Scenario# 2 depicting the widened sidewalks within the pedestrian microsimulation model. The results reveal that the social distancing strategy in the pandemic scenarios significantly improved pedestrian flow in terms of the reduction in contact violations. These violations are described as instances in which a pedestrian violates the 2 m social distancing rule. The simulation of the first pandemic scenario (no sidewalk enhancement) showed a significant reduction of 43% in the number of contact violations during the one-hour pedestrian simulation of the street. The second pandemic scenario showed a 68% decrease in violations. The conclusions derived from this research support the actions of the municipality as the simulation results indicate that an increase in sidewalk width can influence contact rates and time travelled. When comparing the two pandemic scenarios, the scenario that incorporated wider sidewalks showed a decrease in total travel time and contact rates.

IfWe Build It,Who Will Come? Comparing Sociodemographic Characteristics of Bike Share Subscribers, Cyclists, and Residents of New York City

Bike share programs are becoming increasingly popular across U.S. cities. However, their impact on persistent disparities in cycling by gender, race, and socioeconomic status remains understudied. We examined whether subscribers of Citi Bike, New York City’s (NYC) largest bike share program, reflect the sociodemographic profile of NYC cyclists. Using NYC Community Health Survey data, we described adult NYC residents of neighborhoods with ≥ 1 Citi Bike stations who rode a bicycle at least once a month. Citi Bike members were also described using first-time subscriber survey data. We compared the sociodemographic characteristics of these groups via a z-score with pooled variance. Approximately 2.2 million residents lived in 15 NYC neighborhoods with ≥1 Citi Bike station, and 449,000 (20.5%) reported cycling at least once a month in the past 12 months. Among first-time Citi Bike subscribers, 23,223 (11.5%) completed the survey. Compared with NYC cyclists, Citi Bike subscribers were more likely to be women, aged 24 to 45, White, college graduates, and from a household with an income > 400% than the poverty level. Compared with the general population, cyclists were more likely to be White, male, and from a household with an income > 400% than the poverty level. Race/ethnicity and socioeconomic status (not gender) disparities were larger among Citi Bike subscribers than NYC cyclists. With the emergence of cycling as an alternative transportation during the COVID-19 pandemic and the extension of bike share programs, this highlights the need for ongoing, systematic monitoring of bike share user socioeconomic characteristics to evaluate equitable use and access. © National Academy of Sciences: Transportation Research Board 2021.

Influence of the COVID-19 pandemic on future mobility to the workplace or study center

Urban mobility is a fundamental element of cities and to be able to intervene on it is necessary to know the personal reasons for choosing a method of transportation. The pandemic caused by Covid-19 has brought about great changes in people's lives. The present study tries to know if these affect the way of moving habitually. For this purpose, a sample of 290 people, from Extremadura (Spain), was available who answered a questionnaire about their situation during the pandemic and their preferences for urban mobility. The results showed that there will be significant changes towards active mobility (walking and cycling) and towards the use of private vehicles and a decrease in the use of public transport (bus and train). Before these changes, cities must implement measures to promote active displacement and prevent the car boom from causing new problems of contamination or saturation of public space.

The 2019 Conference on Health and Active Transportation: Research Needs and Opportunities.

Active transportation (AT) is widely viewed as an important target for increasing participation in aerobic physical activity and improving health, while simultaneously addressing pollution and climate change through reductions in motor vehicular emissions. In recent years, progress in increasing AT has stalled in some countries and, furthermore, the coronavirus (COVID-19) pandemic has created new AT opportunities while also exposing the barriers and health inequities related to AT for some populations. This paper describes the results of the December 2019 Conference on Health and Active Transportation (CHAT) which brought together leaders from the transportation and health disciplines. Attendees charted a course for the future around three themes: Reflecting on Innovative Practices, Building Strategic Institutional Relationships, and Identifying Research Needs and Opportunities. This paper focuses on conclusions of the Research Needs and Opportunities theme. We present a conceptual model derived from the conference sessions that considers how economic and systems analysis, evaluation of emerging technologies and policies, efforts to address inclusivity, disparities and equity along with renewed attention to messaging and communication could contribute to overcoming barriers to development and use of AT infrastructure. Specific research gaps concerning these themes are presented. We further discuss the relevance of these themes considering the pandemic. Renewed efforts at research, dissemination and implementation are needed to achieve the potential health and environmental benefits of AT and to preserve positive changes associated with the pandemic while mitigating negative ones.

France's 2020 Report Card on Physical Activity and Sedentary Behaviors in Children and Youth: Results and Progression.

BACKGROUND: There is an alarming and constant worldwide progression of physical inactivity and sedentary behaviors in children and adolescents. The present paper summarizes findings from France's 2020 Report Card on physical activity for children and youth, comparing its results to its 2 previous editions (2016 and 2018). METHODS: France's 2020 Report Card follows the standardized methodology established by the Active Healthy Kids Global Matrix, grading 10 common physical activity indicators using the best available evidence. The grades were informed by national surveys, peer-reviewed literature, government and nongovernment reports, and online information. RESULTS: The expert panel awarded the following grades: Overall Physical Activity: D; Organized Sport Participation and Physical Activity: C-; Active Play: INC; Active Transportation: C-; Sedentary Behaviors: D-; Family and Peers: D-; Physical Fitness: D; School: B-; Community and the Built Environment: F; Government: C. CONCLUSIONS: This 2020 edition of France's Report Card again highlights the alarming levels of physical activity and sedentary behaviors among French children and adolescents, calling for the development of effective national action. It also draws attention to the particular deleterious effects of the COVID-19 confinement on youth's movement behaviors, which significantly worsened the situation.

Individual, social, and environmental factors associated with active transportation commuting during the COVID-19 pandemic.

OBJECTIVE: Physical inactivity is a major public health concern. Though active transportation through bicycling and walking can increase physical activity and thereby positively affect health, factors that influence people's decisions to commute using active transportation modes remain underexplored and often fail to capture equity-related barriers. Increases in active transportation during the COVID-19 pandemic call for a better understanding of these influences. This study examines the commute mode choices of essential workers in Philadelphia, Pennsylvania, USA to explore the extent to which active transportation to work is explained by individual, social, and environmental factors and whether active transportation choices reflect inequalities. METHODS: Drawing on the theory of planned behavior and the social-ecological model, this study utilizes data from an online survey (N = 213) completed between June and August 2020. Bivariate analyses compare respondents who commuted using active transportation modes to those who did not using chi-square and ANOVA tests. A series of logistic regression models using forward stepwise selection, controlling for demographic characteristics and commute distance, identify salient individual, social, and environmental factors associated with active transportation. RESULTS: Nearly half of respondents changed their commute mode during the pandemic, most often to limit exposure to COVID-19. The full model, accounting for 54% of variation in active transportation commuting, indicated significantly lower odds of active transportation use among non-white (Odds Ratio [OR]: 0.155) respondents and those who reported time constraints (OR: 0.450), concerns about safety from traffic (OR: 0.482), and greater satisfaction with community support for bicycling and pedestrian issues (OR: 0.551) and significantly higher odds among those who reported safety concerns around germs (OR: 1.580). CONCLUSIONS: Structural and social investments that make bicycling and walking safer commuting alternatives during COVID-19 could protect essential works and contribute to sustained behavior change. Community engagement is essential for implementation efforts.

Children's Independent Mobility and Physical Activity during the COVID-19 Pandemic: A Qualitative Study with Families.

Children's independent mobility (CIM) is the freedom of children to move around their neighbourhood without adult supervision and is closely related to overall physical activity participation. The COVID-19 pandemic has impacted movement behaviours for children, with evidence indicating a decrease in physical activity. The aim of this study was to explore experiences of CIM and physical activity during the COVID-19 pandemic from the perspectives of children and their parents. We completed 21 family (at least one parent and one child aged 7-12) semi-structured interviews with 45 participants living in small urban and rural areas of British Columbia, Canada. Three themes were identified through a reflexive thematic analysis: (1) keeping everyone safe from COVID-19; (2) change in pattern and types of activity; (3) social impacts with family, friends, and community. Participants expressed a perceived increase in unstructured activity and a decrease in structured physical activity during the pandemic, which many parents viewed as a positive change. Parents and children indicated negative feelings due to spending less time with peers and reflected positively about spending more time with family. Parents and children expressed fear and anxiety in trying to keep their families safe from virus spread and creativity in adapting play behaviours. Findings highlight the impact of the pandemic on social friendship networks for families and a shift in activity patterns for children toward unstructured play.

COVID-19 street reallocation in mid-sized Canadian cities: socio-spatial equity patterns.

INTERVENTION: Street reallocation interventions in three Canadian mid-sized cities: Victoria (British Columbia), Kelowna (British Columbia), and Halifax (Nova Scotia) related to the COVID-19 pandemic. RESEARCH QUESTION: What street reallocation interventions were implemented, and what were the socio-spatial equity patterns? METHODS: We collected data on street reallocations (interventions that expand street space for active transportation or physical distancing) from April 1 to August 15, 2020 from websites and media. For each city, we summarized length of street reallocations (km) and described implementation strategies and communications. We assessed socio-spatial patterning of interventions by comparing differences in where interventions were implemented by area-level mobility, accessibility, and socio-demographic characteristics. RESULTS: Two themes motivated street reallocations: supporting mobility, recreation, and physical distancing in populous areas, and bolstering COVID-19 recovery for businesses. The scale of responses ranged across cities, from Halifax adding an additional 20% distance to their bicycle network to Kelowna closing only one main street section. Interventions were located in downtown cores, areas with high population density, higher use of active transportation, and close proximity to essential destinations. With respect to socio-demographics, interventions tended to be implemented in areas with fewer children and areas with fewer visible minority populations. In Victoria, the interventions were in areas with lower income populations and higher proportions of Indigenous people. CONCLUSION: In this early response phase, some cities acted swiftly even in the context of massive uncertainties. As cities move toward recovery and resilience, they should leverage early learnings as they act to create more permanent solutions that support safe and equitable mobility.

RéSUMé: INTERVENTION: Interventions de réaffectation de rues dans trois villes canadiennes de taille moyenne : Victoria (Colombie-Britannique), Kelowna (Colombie-Britannique) et Halifax (Nouvelle-Écosse) en lien avec la pandémie de COVID-19. QUESTION DE RECHERCHE: Quelles interventions de réaffectation de rues ont-elles été exécutées, et quelles ont été les tendances en matière d'équité socio-spatiale? MéTHODE: Nous avons collecté sur des sites Web et dans les médias des données sur la réaffectation de rues (les interventions ayant élargi l'espace viaire pour le transport actif ou la distanciation physique) entre le 1er avril et le 15 août 2020. Pour chaque ville, nous avons résumé la longueur des réaffectations de rues (en kilomètres) et décrit les stratégies de mise en œuvre et les communications. Nous avons évalué la structuration socio-spatiale des interventions en comparant les différences entre les endroits où les interventions ont été appliquées selon la mobilité, l'accessibilité et les caractéristiques sociodémographiques de la région. RéSULTATS: Deux éléments ont motivé la réaffectation de rues : la volonté de favoriser la mobilité, les loisirs et la distanciation physique dans les zones densément peuplées et la volonté de stimuler la reprise des affaires touchées par la COVID-19. L'envergure des interventions a varié d'une ville à l'autre; Halifax a allongé son réseau cyclable de 20 %, mais Kelowna n'a fermé qu'un seul tronçon de sa rue principale. Les interventions ont été faites dans les centres-villes et les zones à forte densité de population, à fort usage de transport actif et à proximité des destinations essentielles. En ce qui a trait aux caractéristiques sociodémographiques, les interventions ont eu tendance à être appliquées dans les zones avec moins d'enfants et moins de minorités visibles. À Victoria, les interventions ont été appliquées dans des zones de populations à faible revenu et à proportions élevées de personnes autochtones. CONCLUSION: À ce stade d'intervention précoce, certaines villes ont agi rapidement, même en présence d'incertitudes énormes. En s'engageant dans la voie de la reprise et de la résilience, les villes devraient tenir compte de leurs premières conclusions lorsqu'elles commencent à créer des solutions permanentes favorisant une mobilité sûre et équitable.