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Sports tourism has gained much attention in recent decades due to its socio-economic and environmental impact on destinations. This study at first examines travel motives that might trigger participation in active sports tourism (AST). Further, it compares these travel motives and their impact on participation intention in AST (between India and Poland).

Data were collected online through a self-administered questionnaire in both countries (N = 273 in India and N = 255 in Poland). Descriptive data were analyzed using SPSS statistics 24, and SPSS AMOS 25 was used for testing the measurement model and multi-group analysis.

The results show that in both countries, participants are motivated mainly by travel exploration, social bonding, and stress relief, which are the primary travel motives commonly associated with tourism. However, the significance of these motives varies across both nations. Interestingly, active sports tourists are not motivated by physical strength, self-enhancement, and social recognition.

The study presents a framework to discuss travel motives in Active Sports Tourism (AST). It also describes the motives that influence Indians and Polish citizens' participation in active sports tourism.

Given the unprecedented scale of the climate emergency and the need for swift and radical change in how we travel, it is important for local authorities to consider how best to use their ‘authority’ to initiate sustainable change. However, without collective decision-making, longstanding issues around equity, real, and perceived injustices will trump any good intentions and policies. In this chapter, I attempt to make sense of why the initial stages of the Emergency Active Travel Fund (EATF) a mobility scheme designed to tackle two emergencies – the pandemic and the climate – largely failed in the eyes public, even though it was designed with their benefit in mind.

Unplanned urban mobility causes negative effects on the population and the environment. This study aims to understand how higher education institutions (HEIs) are managing the transportation issues related to their activities and how they are implementing actions towards more sustainable practices in this regard.

A systematic review and bibliometric analysis were performed using the Proknow-C method, and the bibliographic portfolio was evaluated to answer guiding questions about distribution of articles over the years and around the world, the most relevant and frequent topics, the travel behavior of university life and the main methodologies used. The meta-analysis was modeled using a programming language in R to execute Bibliometrix package.

Sharing systems, active transport, public transport, urban planning, car parking management and travel behavior are the most relevant topics related to sustainable mobility in HEIs. Different strategies to reduce car use are adopted, and the geographic location of the university and the availability of housing and shopping services in close proximity directly influence travel patterns. As a result, seven guidelines and strategic actions associated were proposed to promote the engagement of institutions in the development of sustainable transport and guide future studies about new solutions to promote sustainable university commutes.

This paper presents a new perspective by performing a critical literature review based on the experiences reported by several isolated studies on the subject. Initiatives of sustainable transport guidelines can be used by academics, urban planners, higher education administrators and other stakeholders to make universities more environmentally friendly, inclusive and accessible.

As people age they tend to do more local journeys, shown by a lower mean trip length, from around 50 years onward. One reason for this is increased difficulty with mobility as people age; around one-third of those aged over 70 have mobility difficulties. Physiological changes in later life that have consequences for travel include deterioration of hearing and seeing, decreased skeletal muscles and reduced mobility of joints. Another reason for the decrease seen in many western countries is retirement from work, with many fewer trips made for commuting purposes. However, there are increases in shopping, personal business and leisure trips when commuting is reduced. That said, older people would still like to make more discretionary journeys in later life, especially to visit family and friends more often. A review of literature suggests how important mobility is for wellbeing through social interaction and being involved in activities outside the home.

Vienna, Austria’s capital, is one of the most liveable cities worldwide and has undertaken various efforts to foster the attractiveness of walking. Although the share of walking in Vienna is already high, the city aims to further increase the level of walking trips, combined with the ambitious goal of 80 per cent of Eco mobility by the year 2025. In recent years walking has been integrated into different strategies and plans (such as Vienna’s smart City Framework Strategy, Urban Development Plan 2025 and Strategy Paper Pedestrian Traffic). In addition, the City of Vienna has instituted the Mobility Agency for Vienna with its own officers for walking and cycling. Infrastructure measures were complemented by strong communication activities. 2015 was declared as the ‘Year of Walking’, with a wide range of events, products and services to promote walking. To supplement these activities, a personalised travel planning campaign was integrated to encourage people to replace short car trips with active travel modes. The ‘Year of Walking’ 2015 campaign increased the awareness about the benefits of walking among citizens and improved Vienna’s image as a city suitable for walking. The latest modal split numbers and monitoring activities show the success of the integrated approach by an increase of walking trips. As walking has positive impacts on people’s health and the development of a healthier and more liveable urban environment, the City of Vienna is on the right path to foster a sustainable urban mobility lifestyle and quality of life for its citizens.

Many adults fail to achieve sufficient moderate-to-vigorous physical activity (MVPA). The purpose of this paper is to understand how workplaces most effectively promote physical activity for the benefit of public health.

Data were collected via two online surveys. First, 3,360 adults employed at 308 workplaces across England self-reported their MVPA, activity status at work and frequency of journeys made through active commuting. From this sample, 588 participants reported on the policies and practices used in their workplace to promote physical activity. Factor and cluster analysis identified common practice. Regression models examined the association between the workplace factors and engagement in physical activity behaviours.

Five factors emerged: targeting active travel, availability of information about physical activity outside the workplace, facilities and onsite opportunities, sedentary behaviour, and information about physical activity within the workplace. Further, five clusters were identified to illustrate how the factors are typically being utilised by workplaces across England. Commonly used practices related to promoting active travel, reducing sedentary behaviour and the provision of information but these practices were not associated with meeting MVPA guidelines. The provision of facilities and onsite exercise classes was associated with the most positive physical activity behaviour outcomes; however, these structures were rarely evident in workplaces.

Previous research has identified a number of efficacious actions for promoting physical activity in the workplace, however, research investigating which of these are likely to be acceptable to worksites is limited. The present study is the first to combine these two important aspects. Five common profiles of promoting physical activity in worksites across England were identified and related to physical activity outcomes. Guidance is given to workplace managers to enable them to maximise the resources they have for the greatest gains in employee health. Where feasible, facilities, and classes should be provided to achieve the most positive outcomes.

Automated vehicles are likely to have significant impacts on the transport system such as increased road capacity, more productive/enjoyable time spent travelling in a car, and increased vehicle kilometres travelled. However, there is a great risk that automated driving may negatively impact the environment if adequate policies are not put in place. This chapter examines the effects of driverless vehicles and the types of policies required to attain sustainable implementation of the technology. To understand the effects on a systemic level, and to understand the needs and impacts of policies, the dynamics must be understood. Therefore, a causal loop diagram (CLD) is developed and analysed. One important insight is that the effects of driverless vehicles are mainly on the vehicular level (e.g., the reduced number of accidents per vehicle). These effects can be cancelled out on a systemic level (e.g., due to increased vehicle-kilometre travelled (VKT) that increases total number of accidents). The marginal costs of road transport are central to both freight and passenger transport. Automation will reduce marginal costs and shift the equilibrium in the transport system towards a state with higher VKT. This will lead to greater energy consumption and higher emissions. To attain sustainability goals, there might be a need to balance this reduction of marginal costs by using policy instruments. In the work, CLDs is experienced to be a useful tool to support the collaboration between experts from different fields in the dialogue about policies.

The mid-1990s marked a paradigm shift in the way physical activity is promoted, and walking is now considered the most suitable type of physical activity for widespread promotion. Accurate measurement underpins public health practice, hence the aims of this chapter are to: (1) provide a typology for the measurement of walking; (2) review methods to assess walking; (3) present challenges in defining walking measures; (4) identify issues in selecting instruments for the evaluation of walking and (5) discuss current efforts to overcome measurement challenges and methodological limitations. The taxonomy of walking indicates that secondary purpose walking is a more complex set of behaviours than primary purpose walks. It has many purposes and no specific domain or intensity, may lack regularity, and therefore poses greater measurement challenges. Objective measurement methods, such as accelerometers, pedometers, smartphones and other electronic devices, have shown good approximation for walking energy expenditure, but are indirect methods of walking assessment. Global Positioning System technology, the ‘Smartmat’ and radio-frequency identification tags are potential objective methods that can distinguish walkers, but also require complex analysis, are costly, and still need their measurement properties corroborated. Subjective direct methods, such as questionnaires, diaries and direct observation, provide the richest information on walking, especially short-term diaries, such as trip records and time use records, and are particularly useful for assessing secondary purpose walking. A unifying measure for health research, surveillance and health promotion would strongly advance the understanding of the impact of walking on health.