Using twitter to investigate responses to street reallocation during COVID-19: Findings from the U.S. and Canada

Street Experiments and COVID‐19: Challenges, Responses and Systemic Change

“…There was some opposition to this type of initiative, however, as the space could be 'too defined or determined' and the circles limited the imagination regarding other types of uses in this space. Shirgaokar et al (2021) showed that pavements where physical distancing could be maintained were positively experienced. The widening of pavements not only expands walking space physically, but also visually, which in turn has a positive effect on passenger comfort (NACTO 2020).…”

“…At the same time, this intervention allowed for safe active travel and social interaction by others through a clear delineation of the space through activities (play, teaching, moving around, etc.). The availability of space for walking, cycling and socialising during the pandemic has been associated with positive changes in the quality of life (Shirgaokar et al 2021), and thus a positive effect in the social dimension. Temporary reconfigurations of the street could also contribute to the safe organisation of gatherings and manifestations (see Table 1).…”

“…Kilometres of cycling infrastructure have been implemented, often at the cost of driving lanes, and cities have been installing cycle parking and bicycle sharing facilities (Kraus & Koch 2021). Shirgaokar et al (2021) note, via an analysis of Twitter data in the USA and Canada, that a limitations to space were perceived for every user other than automobiles, which argues that space should be freed for uses such as walking, cycling, and socialising. Two main challenges were identified on which street experiments and mobility-related measures responded: road safety and access to safe travel for all, and the need for physical activity and active modes of travel.…”

The effects of COVID-19 on female and male bike sharing users: Insights from Lisbon's GIRA

“…As a result, researchers, planners and policymakers have drawn greater attention to cycling ( Nikitas et al, 2021 ) to address the mobility demand for alternative and inclusive solutions during the COVID-19 outbreak ( Büchel et al, 2022 ; Fischer & Winters, 2021 ). During the pandemic, several cities have designed street and public spaces for cyclists through the implementation of pro-bike interventions like pop-up bicycle lanes ( Kraus & Koch, 2021 ; Shirgaokar et al, 2021 ), traffic calming measures and the dissemination and improvement of bicycle sharing systems (BSS) ( Nikitas et al, 2021 ). In addition, since the bicycle is a flexible, low-carbon, affordable and healthy mode of transport ( Pucher & Buehler, 2008 ), it has the potential to increase access to opportunities for disadvantaged and minority groups ( Cunha & Silva, 2022 ).…”

Insights into the long-term effects of COVID-19 responses on transportation facilities

“…Research is also emerging on the wide-ranging impacts of street-level interventions meant to lower local transmission of COVID-19 and provide safe, physically distanced space to walk, bike, and conduct business outdoors by altering the allocation, use, and regulation of space in the roadway right-of-way ( Firth et al, 2021 , Fischer and Winters, 2021 , Mayo, 2021 , Vecchio et al, 2021 , Wright and Reardon, 2021 ). Others have explored factors enabling street-level responses (e.g., Combs and Pardo, 2021 ), cities’ motivations and objectives for street-level responses (e.g., Fischer and Winters, 2021 ), the distribution of benefits of the responses (e.g., Wright and Reardon, 2021 ), and overall public perceptions about the responses (e.g., Shirgaokar et al, 2021 ).…”