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The wide ranging physical and mental health benefits of physical activity during adolescence are well established and walking has been identified as one of only two forms of physical activity not to show a significant decrease in participation levels across the primary/secondary years. The aim of this paper is to explore the broader context in which adolescent girls walk and to investigate their walking behaviours, experiences and attitudes.

Focus groups discussions and a mapping exercise were carried out with 27 adolescent girls from one urban and one rural school in Scotland.

Key themes identified focussed on current walking behaviours (e.g. type/purpose), physical environmental (e.g. safety, aesthetics), social environmental (e.g. family/friends) and individual (e.g. motivations, beliefs) factors. Walking was a popular activity among urban and rural girls, although areas in which walking took place, and reasons for walking could differ between geographical locations. Social influences were dominant, regardless of location, and often took precedence over other influencing factors. Walking was acknowledged as being good for health, but rarely a primary reason for choosing to walk. In general, walking was a consequence of meeting up with others, or an opportunity to be with friends.

Findings are limited to Scottish girls aged 11‐14 years in one urban and rural location. Further research involving greater numbers of participants are required to broaden understanding.

Social aspects associated with walking are a key influence. Walking behaviours may take different forms depending on geographical location. Public health interventions need to adapt to match the variety of opportunities for walking.

These pilot study findings have the potential to inform further research as well as context‐specific interventions aimed at increasing and maintaining walking among adolescent girls.

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.

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.

This study aimed to broaden Theory of Planned Behaviour (TPB) by including healthy urban performance attributes of the residential neighbourhoods as an additional predictor for walking behaviour. First, the study reviewed the literature on TPB and walkability in residential environments, and then constructed a TPB model based on walkability to set the hypotheses. The study explored the correlations among walkability attributes and walkability behaviour through a survey conducted with residents in Ankara, Turkey (n= 220). To analyse the data, first confirmatory factor analysis and later, structural equation modelling were used. The findings of the study highlighted two aspects of planning for a walkable neighbourhood: (i) a walkability model based on the three constructs of TPB should not neglect the measured and experienced urban performance; (ii) utilizing pedestrian environment for walking as fully as possible requires a collaborative and an experiential approach as well as a multi-parameter decision-making process.

This study aims to investigate the neurocognitive status of people with different moods (depressed and non-depressed) both in a typical urban environment (TUE) and in an urban green environment (UGE).

The study was conducted with the participation of 210 individuals in a real environment. Heart rates of the participants were measured together with EEG and eye-tracking measurements while they were walking in a real urban environment (TUE and UGE). The participants were divided into depressed and non-depressed groups according to different moods. Movements within the city based on these two distinctions and different cognitive moods were investigated, together with the effects of the city plan on these people.

As a result, the green urban fabric was found to have a positive effect even on people with depression. Yet, it was found that the non-depressed group also spent more time in a green urban environment.

The study shows that urban planners and designers should assume an important role in the design of green spaces, which have a more intense visual and cognitive impact than structures.

This chapter introduces how the built environment and walking are connected. It looks at the interrelationships within the built environment, and how those are changing given planning and policy efforts to facilitate increased walking for both leisure activity and commuting. Using a broad review and case-based approach, the chapter examines this epistemological development of walking and the built environment over time, reviews the connections, policies and design strategies and emerging issues. The chapter shows many cases of cities which are creating a more walkable environment. It also reveals that emerging issues related to technology and autonomous vehicles, vision zero and car-free cities, and increased regional policy may play a continued role in shaping the built environment for walking. This dialogue provides both a core underpinning and a future vision for how the built environment can continue to influence and respond to pedestrians in shaping a more walkable world.

It is noted that cities in the region of the Gulf Cooperation Council (GCC) have a very poor Walkability Index. It is typically the forgotten mode of transport. Moreover, walking has become impossible. This is not just due to the scorching weather conditions but also due to the excessive dependence of the residents on the private automobile. The purpose of this paper is to explore walkability urban problems and to propose smart urban solutions so as to encourage walking in GCC cities.

This present paper defines walkability and portrays its advantages and benefits. It adapts the criteria of walkability to meet GCC cities’ planning needs. Furthermore, it analyzes Masdar City in Abu Dhabi as an example of encouraging walkability using smart solutions. The pilot case study for this present paper, King Abdullah national park in Dammam, Saudi Arabia, will be the application pool of those criteria. However, a questionnaire has been formulated in order to solicit some facts about attaining pedestrian comfort in that park.

The paper provides various smart urban solutions so as to encourage walkability in GCC cities.

Through presenting an overview of walkability in GCC cities and suggesting smart urban solutions, an additional study would be required to encourage walkability in other environments using various intelligent urban features.

The purpose of this paper is to explore the actual walking distance to public transport (PuT) stations and to report passenger perceptions on route choice.

A systematic case study has been conducted after administrating a tailor-made paper-based intercept survey in a German city (Munich). It can determine the interrelation between the accessibility of the transit service and evaluation on walking distance acceptance. Statistical analysis and geo-spatial approach were completed for obtaining major findings.

Statistical and geo-spatial analysis shows that respondents living in low-density areas walk longer than residents living in nearby inner city areas. In terms of PuT modes, residents walk longer for suburban train and subway/metro (U-Bahn) than for bus/tram services. Transit users accept a longer walking distance to reach a train station than other PuT modes and they choose the most direct and quickest route to reach PuT stations.

Findings of this study would help to formulate future strategies and standards for the sustainable planning of public transportation systems in the context of Munich and many other cities around the globe with similar conditions. However, future research should be conducted using a large-scale survey for evaluating the comprehensive picture of walking patterns to PuT stations. Accessibility to PuT stations can also be modeled and evaluated by adopting open data and voluntary social media information. Unfortunately, this study only presents a partial evaluation of walking focused on accessibility at selected PuT stations in different settings of the urban fabric.

This empirical study can be considered as an initial finding in the favor of the city transport authority to provide a design scale for improved accessibility of transit users; however, further investigation should be conducted using a large-scale survey for evaluating the comprehensive walking patterns.

A systematic case study has been conducted after administrating a tailor-made paper-based intercept survey in a German city (Munich). Findings of this study would help to formulate future strategies and standard for the sustainable planning of the public transportation system in the context of Munich and many other cities in the globe with similar conditions.