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Gentrification is an increasingly common phenomenon in many urban neighbourhoods. While cities invest in more sustainable travel options for their residents, there is limited literature on its connection to gentrification of the surrounding areas. Understanding whether these investments induce gentrification is essential to ensure the positive impacts of public transport are not undermined by the displacement it may create. This paper presents a multi-analysis approach to studying gentrification, defined by a bi-axial definition of neighbourhood change which considers the negative components (displacement) and positive components (neighbourhood upgrading) of gentrification. We focus specifically on the extent to which exposure to public transport induces gentrification-like changes in neighbouring communities, the influence of time on the kind and magnitude of changes, and whether disinvested communities are most vulnerable. We analyse neighbourhood changes in Manchester, UK, in response to the introduction of the Metrolink tram network, and conclude that there is evidence of gentrification in areas with access to new light rail. We conclude that the length of exposure has a significant impact on the magnitude and direction of change for certain indicators of gentrification. We find mixed results regarding the susceptibility of disinvested communities to gentrification.

This study investigates resident satisfaction with provided involvement activities during highway planning processes, with particular attention given to the planned Southern Ring Road highway project in Groningen, the Netherlands. In-depth interviews with 38 residents living in the project area reveal important themes contributing to satisfaction. Satisfaction with passive information activities is motivated by the extent to which information addresses concerns, but (dis)trust in government and other information sources also plays a role. For residents preferring to obtain additional information, perceived access to such information and the extent to which it reduces concerns are also important to satisfaction. Finally, for residents who would rather participate actively, satisfaction is motivated by their perceived access to participation activities and the sense of being heard. Study results show how residents' evaluations of the themes underpinning involvement satisfaction are based on their perceptions of actual project team activities and contextual factors.

The perception of highway nuisance i.e. noises, air pollution and barrier-effects, is associated with negative effects on health and quality of life. This study aims to gain a deeper understanding of the development of highway nuisance perception among residents. Interviews were conducted with residents in 32 households living along the Southern Ring Road, a highway which crosses various neighbourhoods in the city of Groningen, the Netherlands. Various themes emerged from the interviews which were important in the development of residents' perceptions of highway nuisance. For example, our interviews showed that residents who had not explicitly chosen to live next to a highway were more acutely affected by the negative externalities of that highway later. Perceived environmental changes, often due to governmental actions such as new/extended noise barriers, removal of trees and newly constructed buildings causing noise reflection, also played a role in the interviewees' development of nuisance perception. In addition, the interviewees indicated that expectations about future highway developments influenced their current perception of highway nuisance, which could be described as anticipation effects. Interviewees also indicated that recent information about the potentially harmful effects of air pollution increased their concerns about living near the highway. A final theme discussed were differences in the extent to which residents were able to develop coping strategies to reduce the amount of highway nuisance perception. The participants' experiences indicate the importance of further integration between the planning of highway infrastructure and the broader environment in order to reduce nuisance perceptions and improve residential quality near highways.

Despite increased efforts to actively consult residents in highway infrastructure planning to i.a. increase acceptance of plans, the involvement of most residents is passive and limited to receiving information. By means of multivariate regression analysis, this paper explores the role of governmental information provision in residents' responses towards highway project proposals, measured by the expected change in residential satisfaction i.e. the match between housing needs and conditions, as a consequence of those projects. We also pay specific attention to permeability of and satisfaction with information provided. The analyses are based on questionnaire data collected among 484 residents living close to two announced plans for highway adjustment in the Netherlands. We found indications that residents who received information from a governmental project team are more satisfied with information compared to residents who only received information from other sources. In its turn, a higher level of information satisfaction was associated with more positive expectations with regard to changes in their residential satisfaction, although other contextual variables were also explanatory. Receiving information from the project team was mainly associated with a closer residential proximity to the highway where project team distribution efforts were also more intensive. However, we observed clear personal and project-specific differences in the number of information sources received and the likelihood to attend information meetings. The latter was also associated with more negative expectations towards residential satisfaction change. This indicates a clear difference in characteristics between the more actively involved group and the silent majority. An important implication of this study is that information provided by project teams seems to increase acceptance of plans, via its contribution to residents' information satisfaction. Nevertheless, only a minority of residents appeared satisfied with the information they ...

Cycling can be particularly beneficial for socioeconomically disadvantaged populations. First, because it can allow them to access opportunities that by other modes they may not afford. Secondly, because it can increase their physical activity levels and, consequently, improve their health. We analyse the extent to which socioeconomic disadvantage impacts on cycling participation in England, for both leisure and utility cycling. Then, we explore the extent to which this impact could be explained by the environment in which disadvantaged populations live. The study population includes 167,178 individuals, residing in 2,931 areas, and 326 Local Authorities. Data on individual factors were drawn from the Active Lives Survey, and data on environmental factors from several sources. Descriptive statistics and multilevel logistic models were estimated. The likelihood of cycling is lower among people living in deprived areas than among people living in non-deprived areas. This difference is significant for leisure, but also for utility cycling when controlling for individual and environmental factors. The study also found that cycling infrastructure and greater levels of cyclability are higher in deprived areas than in non-deprived areas. This suggests that infrastructure and cyclability are not enough to increase cycling levels among disadvantaged populations. Further research on other barriers to cycling among disadvantaged populations is required.

Despite a large body of research suggesting that the built environment influences individual travel behavior, uncertainty remains about the true nature, size, and strength of any causal relationships between the built environment and travel behavior. Residential self-selection, the phenomenon whereby individuals or households select a residential area based on their transport attitudes, is a frequently proposed alternative explanation for the reported associations. To resolve the issue of residential self-selection, longitudinal studies are often recommended.
In this paper, we argue that intervention study designs are insufficient to fully resolve the problem and that intervention studies on the built environment and travel behavior may still be biased by residential self-selection. The aim of this paper is to extend existing conceptualizations of the relationships between the built environment, travel behavior, and attitudes and to provide suggestions for how a causal relationship between the built environment and travel behavior may be ascertained with more accurate estimates of effect sizes. We discuss the complexities of determining causal effects in intervention studies with participants who relocate, and the biases that may occur. We illustrate the complexities by presenting extended conceptualizations. Based on these conceptualizations, we provide considerations for future research. We suggest repeating analyses with and without individuals who relocated during the study, and with and without statistical controls for residential relocation. Additional quantitative and qualitative analyses will be necessary to obtain more accurate effect size estimates and a better understanding of the causal relationships.