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This chapter provides a think piece about the future of walking, focussing on a discussion of some key areas which might be expected to influence how walking develops as a mode of transport in the coming years. The chapter explores how our dependence on walking might change in the future. It examines how much we know about walking and how much more we need to know to inform alternative futures where walking (and cycling) plays a considerably greater role in urban transport than is currently the case in most urban areas and how such urban areas might then operate. There are no findings as such, rather a collection of reasoned ideas about how aspects of walking might develop into the future. Such ideas are up for discussion and are not presented as hard fact or indeed the only such ideas. However, it is argued that without such future thinking and discussion the progress of change towards a more walkable future will not occur as quickly as it might. The chapter makes a case for change in the ways in which we use and consume transport in urban areas, as well as for more reasoned thinking about how our transport systems should operate in these urban areas and the type of places in which people have identified that they prefer to live and work.

Purpose – To examine the potential for switching short trips in urban areas from cars to walking and cycling, and the possible contribution, this could make to a reduction in transport-related greenhouse gas emissions.

Methods – Case studies in four urban areas combining a questionnaire survey, interviews with households and during journeys and in-depth ethnographies of everyday travel.

Findings – The barriers to an increase in walking and cycling in British urban areas are emphasised. It demonstrates that motivations for walking and cycling are mostly personal (health and local environment) and that the complexities and contingencies of everyday travel for many households, combined with inadequate infrastructure, safety concerns and the fact that walking and cycling are seen by many as abnormal modes of travel, mean that increasing rates of walking and cycling will be hard. Given that the contribution of trips less than 2 miles to transport-related greenhouse gas emissions is relatively small, it is argued that any gains from increased walking and cycling would mostly accrue to personal health and the local environment rather than to the UK's carbon reduction target.

Social implications – Positive attitudes towards walking and cycling are motivated mainly by personal concerns rather than global environmental issues.

Originality – Use of detailed ethnographic material in policy-related transport research.

Erel Avineri is associate professor in travel behaviour at the University of the West of England (UWE), Bristol. He has 20 years experience of consultancy, research and teaching in transport, logistics and operations management. Since he joined UWE in 2004 he has lead research in the fields of travel behaviour, travel information systems, road safety and behavioural change. Dr Avineri has gained wide recognition for his research on travel behaviour under uncertainty, the incorporation of socio-psychological aspects into behaviour models and the design of behaviour change policy measures. Applying choice architecture, Dr Avineri studies the effect of ‘nudges’ on the perception of and attitudes to CO2 reduction. He holds degrees in industrial engineering and management (BSc) and transportation sciences (MSc, PhD) from Technion-Israel Institute of Technology.

Since 1986, when the immigration Reform and Control Act was passed, migration to the United States has grown steadily. This includes immigrants, nonimmigrants, undocumented immigrants, and border crossers. Immigration averaged nearly one million annually from 1990 to 2002, with family unification accounting for over 70 percent of the new immigrants. The number of nonimmigrants topped 30 million by 2002, most of whom were tourists. Estimates for undocumented aliens topped 400,000 by the turn of the 21st century, in spite of large increases in funding from the Immigration and Naturalization Service and substantial new positions along the Mexican-United States border. The exact number of border crossers is not known, but the federal government has noted that well over 200 million crossings (mostly along the Mexican border) are recorded each year. In response to tighter controls on migrants after 9/11 the numbers coming to the United States dropped in 2003. However, they increased again in 2004. It appears that the figures will increase in the future.

Scholars in the field of higher education take many approaches to apply theory in empirical research. However, this wide array of theoretical applications has prompted confusion among scholars who seek to integrate and understand how theory is situated in higher education research. This chapter explores the conceptualization, application, and visibility of theory in higher education research by presenting discourse from field leaders and discussing methodological definitions of theory, theoretical frameworks, and conceptual frameworks. Additionally, we conducted a summative content analysis of 239 empirical articles from the Review of Higher Education over a 10-year period, with the goal of understanding how theories were framed and applied in a subset of research. We conclude by reiterating the importance of theory in the study of higher education and providing strategies for effective theory application.