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This chapter focuses on strategies to initiate a shift in mobility behaviour away from private cars towards a combination of more environmentally friendly transport modes including public transport, ride- and car sharing or even completely carbon-free modes like walking and cycling. The requirement for such a shift is that people must be able to actually choose between different travelling options and combine them within an intermodal mobility network. Here, shared mobility has a considerable potential to fill the gap between public and individual transport options.

This chapter summarises results from different studies on shared mobility from the providers’, the users’ and the political perspective. The user’s perspective is based on an empirical study comparing car sharers’, car drivers’ and public transport users’ attitudes and mobility patterns.

The empirical findings from the case study have shown that shuttle trips by car in general, and to the train station in particular, are an important field of action for improving the environmental impact of intermodal trips. The study has also shown that car sharing enables people to live without a private car by using different transport modes for different purposes. As the majority of car sharers report needing a car only one to three times a month, they have a very small carbon footprint compared to the average car owner.

Mobility patterns are determined by local transport options as well as by personal routines. Hence, current changes due to new shared mobility options seem to have a considerable direct impact on how people organise their daily lives on the one hand and an indirect impact on their living costs on the other hand, since private cars have an important share of private household costs.

From an environmental perspective, any incentives to encourage people to choose alternative forms of transport over their private cars would seem to be particularly effective. Thus, understanding the behaviour and needs of multi- and intermodal travellers is an important step towards sustainable mobility. Acknowledging that most travellers still need a car every now and then, car sharing is an essential addition to public transport systems, supporting both public transport use and carbon-free mobility like walking and cycling.

Purpose — This chapter considers how transport policy and planning has been developing in Victoria in tandem with the research program described elsewhere in this book. Developments in policy and planning are discussed with particular regard to transport disadvantage and social inclusion.

Methodology — The chapter commences by providing a policy and planning context in terms of the geography and demography of travel needs, the relevant jurisdictional responsibilities in Australia and the policy history. It then describes the evolution of transport policy in the past decade and outlines the way in which the findings of this research are being incorporated into the development of programs and projects to support social inclusion. Additionally, some key policy challenges are outlined, at least some of which may provide fruitful areas for undertaking further research to support the development of future policies and programs.

Findings — The results show that applied research can be a highly successful endeavour, particularly when policy and planning perspectives are integrated into the development of the research design and strong collaboration is an ongoing feature of the research program.

An in-depth literature review was undertaken to uncover (1) what are described as the desired outcomes for 20 minute neighbourhoods (20MNs) – the normatively based ends which planners, architects and decision-makers want 20MNs to achieve; (2) the means (the mechanisms, levers, triggers and causal factors) that have to be correctly assembled and lined up for 20MNs to operate as intended and (3), in order to avoid naive environmental determinism, the behavioural changes required to support the operation of 20MNs even where the required configuration of means can be achieved. The content analysis was conducted following guidelines offered by the Preferred Reporting Items for Systematic Reviews and Meta-Analyses (PRISMA) criteria.

Growing interest in the urban design concept of the “20MNs” has been greatly accelerated by the COVID-19 pandemic. It has been presented as a way of increasing the quality of local environments by enabling people to meet their daily needs through access to safe walking and cycling routes or by public transport. Internationally, it has captured the imagination of political decision-makers, built-environment practitioners and communities alike, as a life-affirming post-pandemic vision, held up as achieving environmental, health and economic improvements as well as reducing inequalities experienced by many. This paper's overall purpose is to separate the ends pursued in 20MNs from means available for achieving them.

The paper concludes that the ambition to see the 20MNs widely woven into existing urban, suburban and rural neighbourhoods will require significant effort to ensure all that all the component parts of, and key players in, planning's place-delivery systems are aligned and mutually supportive. Even where this can be achieved, further guidance will be needed on (1) how to operationalise the practical implementation of 20MNs and (2) how their success can be measured.

The originality of the paper lies in its efforts to discriminate between ends and means – between desired outcomes of 20MNs and the means available for achieving them. The significance of the paper lies here in this attempt to initiate a discussion on possible causal relationships between what is wanted and what would need to be done to achieve it. Without clarity about these relationships, misunderstanding, confusion and barriers to communication may arise across the many different organizations, stakeholder groups and actors involved. This lack of clarity could undermine trust and confidence, potentially undermining both the process and to its outcomes.

COVID-19 not only has impacted adversely the health infrastructure, taking away lives of millions of people but it has also crippled the economy. The worst effected were food supply chain due to restrictions imposed on operations of shops and retail outlets. The consumers were suffering due to lack of supply. Similarly, agriculture produce were getting wasted due to lack of cold storage.

In this case we have proposed how a mobile-based application solution during COVID lockdown can successfully transform the livelihood of rural farmers in the state of Maharashtra (India), a state worst affected by the pandemic.

The technology-integrated supply chain model jointly developed by financial institutions, self-help groups (SHGs) and NGOs has enabled direct selling of fresh produces by rural women farmers to urban large residential societies at their doorsteps. It has provided a solution of municipality waste management by converting the waste to compost, getting them collected and used in the farmlands.

It will help the urban consumers to have the continuous supply of fresh vegetables and fruits available at their doorsteps, and keep a track of transport of foods from farm to fork. The farmers will be able to get better price for their produce. The model will also contribute towards circular economy (CE) through citizen partnership.

This study aims to define the concept of slow tourism, describe tourists’ slow food experiences and examine the relationship between the tourists’ slow food experience and their quality of life (QOL).

An online survey distributed through the Amazon MTurk platform yields 453 valid questionnaires. Confirmatory factor analysis and structure equational modeling are used to analyze the data.

The results reveal that authenticity and slowness significantly affect tourists’ slow food experience, while environmental consciousness does not influence tourists’ slow food experiences. Further, the slow food experience elicits a positive impact on the tourists’ QOL.

This study contributes to delineating the scope of slow food experiences, which remains unexplored in previous studies and gives further insight into how they impact life quality. This paper expands the body of knowledge by establishing three factors influencing slow food experiences and further provides valuable advice for tourism marketers at slow destinations.

本研究旨在定义慢活旅游的概念、描述游客的慢食体验以及探讨游客慢食体验与生活品质之间的关系

本研究采用线上调查于亚马逊MTurk平台发放问卷, 共回收453份有效问卷, 本研究采用验证性因素分析及结构方程式模型分析数据

本研究发现『真实性』和『放慢步调』会显著影响游客的慢食体验, 但『环境意识』并不会影响游客的慢食体验。此外, 慢食体验对游客的生活品质有正向的影响。

本研究贡献为描述慢食体验的范畴, 且深入探讨慢食体验如何影响生活品质, 以上都是在先前的研究中未被探讨的。本研究延伸和建立三个影响慢食体验的因素, 且提供慢活旅游目的地行销者珍贵的意见

Este estudio tiene como objetivo definir el concepto de turismo lento (slow), describir las experiencias de “slow food” (“comida lenta”) de los turistas y examinar la relación entre la experiencia de comida lenta de los turistas y su calidad de vida.

Encuesta online distribuida a través de la plataforma Amazon MTurk con 453 cuestionarios válidos. Se ha utilizado el Análisis Factorial Confirmatorio y los Modelos de Ecuaciones Estructurales para el análisis de los datos.

Los resultados revelan que la “autenticidad” y “lentitud” afectan significativamente a la experiencia de la comida lenta en los turistas, mientras que la conciencia ambiental no influye en las experiencias de comida lenta de estos. Además, la experiencia de comida lenta genera un impacto positivo en la calidad de vida de los turistas.

Este estudio contribuye al diseño sobre el alcance de las experiencias de comida lenta, no exploradas en estudios previos y a una mayor comprensión de cómo afectan a la calidad de vida. Este trabajo amplía el conjunto de conocimientos, al establecer tres factores que influyen en las experiencias de comida lenta y ofrece valiosas reflexiones para los especialistas de marketing turístico en destinos lentos.

It is observed that the COVID-19 Pandemic mostly restricts people's movement and walking habits. In this direction, this study aims to highlight how the walking behaviors of individuals affected in different geographies' neighborhoods before and during the Pandemic.

This paper focuses on the relationship between neighborhood characteristics and the changing walking behavior of 24 sample regions (514 participants) with the highest incidents of COVID-19 infection from American, European, Asian, Western Pacific, African and Middle Eastern cities. The paper's methodology is supported by an /online questionnaire survey conducted in these 24 disparate neighborhoods in December 2020.

Findings show that “walkable access” varies over geographies during the Pandemic. Urban amenities within 15–20 min of access become more important than ever. The results unravel that either walkable or non-walkable neighborhoods showcased similarities despite that urban amenities were not within 15–20 min of access. Three prominent aspects should be emphasized to plan walkable neighborhoods: providing walkable access, forming spatial proximity and sustaining social cohesion.

The availability of daily amenities, such as shopping stores, health care, education services and pharmacies within a 15–20-min walking distance maintain everyday life and increase social interactions. In addition, places with walkable access encourage an active lifestyle and contribute the public health. The impact of the COVID-19 Pandemic movement restrictions on the walking behavior of individuals highlights how the qualities of distance-based urban planning need to be supported with time-based practical attributes that can shape neighborhood planning frameworks.

This paper highlights the coexistence of “walkability” and “accessibility” measures in urban practice and research to create resilient and sustainable neighborhoods. The “walkable access” term used in the paper addresses joint measures of walkability and accessibility.