This article uses data from the 2001 National Household Travel Survey (NHTS) to compare travel behavior in rural and urban areas of the U.S. As expected, the car is the overwhelmingly dominant mode of travel. Over 97% of rural households own at least one car vs. 92% of urban households; 91% of trips are made by car in rural areas vs. 86% in urban areas. Regardless of age, income, and race, almost everyone in rural areas relies on the private car for most travel needs. Mobility levels in rural areas are generally higher than in urban areas. That results from the more dispersed residences and activity sites in rural areas, which increase trip distances and force reliance on the car. Somewhat surprisingly, the rural elderly and poor are considerably more mobile than their urban counterparts, and their mobility deficit compared to the rural population average is strikingly less than for the urban elderly and poor compared to the urban average. Data limitations prevented a measurement of accessibility, however, and it seems likely that rural areas, by their very nature, are less accessible than urban areas, especially for the small percentage of car-less poor and elderly households.

The making of a livable urban community is a complex endeavor. For much of the 20th Century planners and engineers believed that modern and rational decision-making would create successful cities. Today, political leaders across the globe are considering ways to promote sustainable development and the concepts of New Urbanism are making their way from the drawing board to the ground. While much has changed in the world, the creation of a successful street is as much of an art today as it was in the 1960s.Our work seeks to investigate 'street life' in cities as a crucial factor towards community success. What are the components of the neighborhood and street form that contributes to the richness of street life? To answer this question we rely on the literature. The aim of the Formal Indicators of Social Urban Sustainability study is to measure the formal components of a neighborhood and street that theorists have stated important in promoting sustainability. This paper will describe how this concept helps to bridge urban design and sustainability. It will describe the tool and show how this was applied in a comparative assessment of Joondalup and Fremantle, two urban centers in the Perth metropolitan area. URBAN DESIGN International (2005) 10, 51-64.

The COVID-19 pandemic resulted in significant social and economic impacts throughout the world. In addition to the health consequences, the impacts on travel behavior have also been sudden and wide ranging. This study describes the drastic changes in human behavior using the analysis of highway volume data as a representation of personal activity and interaction. Same-day traffic volumes for 2019 and 2020 across Florida were analyzed to identify spatial and temporal changes in behavior resulting from the disease or fear of it and statewide directives to limit person-to-person interaction. Compared to similar days in 2019, overall statewide traffic volume dropped by 47.5%. Although decreases were evident across the state, there were also differences between rural and urban areas and between highways and arterials both in terms of the timing and extent. The data and analyses help to demonstrate the early impacts of the pandemic and may be useful for operational and strategic planning of recovery efforts and for dealing with future pandemics.

are three Bay Area Rapid Transit (BART) stations with different surrounding built environments. Berkeley is located in a downtown setting, whereas Hayward and Fremont are located in the suburbs. Fremont is the most autodominated, whereas Hayward is a hybrid between being a transit-oriented and transitadjacent development. Downtown Berkeley exemplifies the aims of many planners across the USA who are working to promote transit-oriented development (TOD). This study helps to confirm the importance of a quality built environment upon travel behaviour and vehicle ownership through an analysis of the three BART stations listed above. This article presents a transit-adjacent development -TOD spectrum that may help planners and policy makers better understand what is and what is not a TOD.

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