In 2021, 54 percent of respondents from India expressed that they are likely to travel less frequently by any means post-COVID-19. 32 percent of American respondents opted for traveling less frequently by any means post-pandemic.

A survey from April 2020 asked Italian individuals about their travel habits after the coronavirus (COVID-19) pandemic. 34 percent of respondents believed they would take more domestic trips. Similarly, 24 percent of interviewees claimed they would explore the areas closed to where they live. Overall, 16 percent of Italians who took part in the survey thought of taking less trips when the emergency will be over. For further information about the coronavirus (COVID-19) pandemic, please visit our dedicated Facts and Figures page.

A survey from April 2020 asked Italian individuals about their travel habits after the coronavirus (COVID-19) pandemic. 66 percent of respondents claimed they would start travelling again only when they feel safe to do so. Moreover, 29 percent of interviewees believed they would restart to travel only when they feel sure about their financial situation. For further information about the coronavirus (COVID-19) pandemic, please visit our dedicated Facts and Figures page.

In 2020, 83 percent of respondents both male and female have expressed that their travel habits are likely to change post-COVID-19. 41 percent of male and 42 percent of female respondents opted for traveling less frequently by any means post-pandemic.

The dataset includes data collected through a survey aimed to study how travel-related decisions of residents of the Puget Sound Region in Washington State have changed as a result of the COVID-19 pandemic. In the survey, we asked each respondent about their travel behavior before and during the pandemic, what they expect their future (after the pandemic) travel choices would look like, and several socio-economic and psychometric questions. We used Google Forms as our data collection platform. A PDF of the questionnaire and meta data which explains each column are included with the data file. The survey was advertised through the Facebook page of the UW Civil and Environmental Engineering Department, and was live for 14 days (June 26-July 9, 2020). Ads were run on Facebook, Instagram, Messenger, and other social media platforms owned by Facebook, and were set to be shown only to the residents of the Puget Sound region in Washington State (King, Snohomish, Kitsap and Pierce counties). As an incentive to participate, respondents were entered in a drawing for their choice of an Apple iPad or a Microsoft Surface tablet (retail price of about $400). The ads reached 49,146 people, of which 2,018 people (4.10%) clicked on the ad and opened the survey. Of the 2,018 people who clicked on the survey link, 1389 individuals completed the survey (68.83%). After data cleaning, we ended up with 1310 valid responses.

According to a study conducted in June 2020, the majority of Spaniards were willing to change some of their travel habits after the COVID-19 pandemic. In fact, more than ** percent of those surveyed stated that they would give more importance to less crowded destinations and to accommodation with maximum hygienic guarantees.

In response to the COVID-19 pandemic, Edinburgh Napier University’s Transport Research Institute has been undertaking a study, funded by the Scottish Funding Council (SFC), into its impact on transport and travel in Scotland. As part of this research, a travel behaviour questionnaire was developed focusing on daily travel as well as people’s long-term travel habits, attitudes and preferences during the different phases of the pandemic outbreak. The associated questionnaires were completed by participants between 3rd February 2021 and 17th February 2021 using the online platform, Qualtrics. The survey was restricted to Scottish residents and involved enforcing quota constraints for age, gender and household income. A total of 994 responses were collected. Perceptions of risk, trust in information sources and compliance with COVID-19 regulations were determined together with changes in levels of ‘life satisfaction’ and modal choice following the onset of COVID-19. In addition, survey responses were used to identify anticipated travel mode use in the future. Consideration was also given to the effects of COVID-19 on transport related lifestyle issues such as ‘working from home’, online shopping and the expectations of moving residences in the future. The research provided an insight into both the relationships between the levels of non-compliance with COVID-19 regulations and demographic variables and the respondent attributes which might affect future public transport usage. In general, the study confirmed significant reductions in traffic activity, amongst respondents during the COVID 19 pandemic associated with walking, driving a car and either using a bus or train. The respondents also indicated that they anticipated they would continue to make less use of buses and trains at the end of the pandemic.

In 2021, 84 percent of respondents have expressed that their travel habits are likely to change post-COVID-19. 35 percent of individuals have decided that they would travel less frequently by any means after the pandemic ends.

The pandemic travel insurance market experienced significant growth following the COVID-19 outbreak, driven by heightened consumer awareness of health risks associated with international travel. While precise market size figures for the base year (2025) and the overall historical period (2019-2024) are unavailable, a logical estimation can be made. Considering the market's substantial expansion during the pandemic and subsequent recovery, a conservative estimate places the 2025 market size at approximately $2 billion USD. Assuming a Compound Annual Growth Rate (CAGR) of 15% – a figure reflecting both sustained demand for pandemic-related coverage and the gradual return to pre-pandemic travel patterns – the market is projected to reach approximately $5 billion USD by 2033. Key drivers include increasing international travel, government mandates for health insurance during travel, and rising consumer concerns about medical emergencies and trip cancellations. Trends suggest a shift towards more comprehensive policies offering broader coverage, including pandemic-specific provisions, and digital platforms facilitating convenient insurance purchasing and claim processing. Market restraints include economic fluctuations affecting travel spending and the inherent complexities in providing timely and efficient pandemic-related reimbursements. The growth trajectory of the pandemic travel insurance market is anticipated to remain positive throughout the forecast period (2025-2033), despite potential normalization of travel patterns. Factors contributing to this continued expansion include the lingering threat of future pandemics or outbreaks of infectious diseases, rising consumer expectations for robust travel protection, and the continuous innovation of insurance products catering to evolving traveller needs. The presence of numerous key players, such as Starr Indemnity & Liability Company, Berkshire Hathaway Specialty Insurance Company, and AXA Assistance, underscores the market's competitiveness and its potential for further consolidation. Segmentation within the market is expected to evolve alongside policy features, targeting diverse traveller demographics and travel styles with specific coverage options. Strategic partnerships between insurance providers and travel agencies are likely to play a crucial role in market penetration and expansion.

The outbreak of the COVID-19 pandemic has significantly reshaped population mobility, exerting a sustained impact on the patterns and dynamics of population mobility in China over the next three years. To comprehend the changes in population mobility patterns during the early stages of the COVID-19 outbreak, as well as standard epidemic prevention and control measures, we conducted an analysis using data from Baidu Huiyan’s migration scale index. This data was used to examine the characteristics of population movement in China during the Spring Festival and National Day from 2020 to 2022. We employed the Louvain algorithm and SVD decomposition to examine the spatiotemporal patterns of population movement. In addition, we calculated the response speed of urban population arrival flow to the pandemic using the Pearson correlation coefficient. Furthermore, we analyzed the factors influencing this correlation and response speed using random forest eigenvalues. The findings suggest that daily commuting and holiday travel patterns were not significantly altered by the pandemic. Over the past three years, there has been a trend in population mobility toward quicker responses to the pandemic, influenced primarily by economic, policy, medical conditions, and population density. Areas with higher population density and greater structural complexity exhibit increased sensitivity of population mobility to the severity of the pandemic. Examining population movement patterns and influencing factors against the backdrop of the COVID-19 pandemic can offer valuable insights for devising more targeted and effective prevention and control measures. Ultimately, this endeavor contributes to enhancing health-related urban resilience and sustainability.

Collection of socio-economic and meteorological indicators as well as travel patterns and cases of H1N1 during the swine flu pandemic in Sweden in 2009. Comprise the supplementary information for the paper titled "Socioeconomic and environmental patterns behind H1N1 spreading in Sweden" by András Bóta, Martin Holmberg, Lauren Gardner and Martin Rosvall, Sci Rep 11, 22512 (2021). https://doi.org/10.1038/s41598-021-01857-4 Identifying the critical socio-economic, travel and climate factors related to influenza spreading is critical to the prediction and mitigation of epidemics. In the paper we study the 2009 A(H1N1) outbreak in the municipalities of Sweden, following it for six years between 2009 and 2015. Our goal is to discover the relationship between the above indicators and the timing of the epidemic onset of the disease. We also identify the municipalities playing a key role in the outbreak as well as the most critical travel routes of the country.

Publication available at: https://doi.org/10.1038/s41598-021-01857-4

Municipality codes for the municipalities of Sweden can be found here: https://www.scb.se/en/finding-statistics/regional-statistics/regional-divisions/counties-and-municipalities/counties-and-municipalities-in-numerical-order/

Data available according to Creative Commons Attribution-NonCommercial 4.0 International (CC BY-NC 4.0) license

Model inputs 1. giim_kommun_graph.csv Set of frequent travel routes between the municipalities of Sweden. The graph was constructed from "Trafikanalys, 2016. Resvanor. (accessed 26.8.19). Available from: http://www.trafa.se/RVU-Sverige/." using the methodology described in the paper. Date of construction: 2018-12-01 Format: csv Structure: edge list in (kommun1;kommun2) format with rows indicating a directed link between two municipalities. Municipalities are denoted according to their official municipal code

1. giim_casecounts.xlsx Number of new H1N1 cases in the municipalities of Sweden between 2009 and 2015. Our data set consists of all laboratory-verified cases of A(H1N1)pdm09 between May 2009 and December 2015, extracted from the SmiNet register of notifiable diseases, held by the Public Health Agency of Sweden. Due to confidentiality reasons, cases are anonymized, and addresses are aggregated at the DeSo level together with the date of diagnosis, age, and gender. We obtained ethical approval for the data acquisition. Date of construction: 2018-12-01 Format: xlsx Structure: Each tab represents a single flu season from the 2009/2010 season to the 2014/2015 season. Each tab is a matrix with rows indicating municipalities according to their official municipal code, and columns indicating epidemic weeks. Values of the matrices indicate the number of new laboratory-verified cases of A(H1N1)pdm09

2. giim_kommun_indicators.csv Socioeconomic and meteorological indicators are assigned to the municipalities of Sweden according to the methodology described in the paper. Indicators included are: a, mean temperature in degree Celsius, b, absolute humidity in grams per cubic metre, c, population size as the number of people living in each municipality, d, population density as the number of people per sq. km of land area, e, median income per household in thousand SEK, f, fraction of people on social aid (as a percentage), g, average number of children younger than 18 years per household. Meteorological data was obtained from the European Climate Assessment Dataset "Klein Tank A, Wijngaard J, Können G, Böhm R, Demarée G, Gocheva A, et al. Daily dataset of 20th-century surface air temperature and precipitation series for the European Climate Assessment. International Journal of Climatology: A Journal of the Royal Meteorological Society. 2002;22(12):1441–1453." Data from the dataset was converted to the municipality level according to the methodology described in the paper. Variables are mean temperature and relative humidity converted to absolute humidity for all municipalities of Sweden. Socioeconomic data was collected from Statistics Sweden between 2018 Ocotber and 2019 February. Available from: https://www.scb.se/en/. Variables are: The average household income as an economic indicator. The average number of children younger than 18 years per household to indicate family size. The fraction of people receiving social aid to represent poverty in a municipality. Population size and population density as the number of people per sq. km of land area. Date of construction: 2018-02-01 Format: csv Structure: Each row corresponds to a municipality denoted according to their official municipal code. Columns indicate socioeconomic and meteorological indicators as marked by the header row.

Model outputs 1. giim_export_risk.csv Exportation risk values for all municipalities from week 37 to week 50 in the fall of 2009 computed using the methodology described in the paper. Date of construction: 2020-12-01 Format: csv Structure: Table with rows denoting Swedish municipalities according to their official municipal code, columns denoting epidemic weeks. Values indicate exportation risk values (should not be interpreted as probabilities).

1. giim_import_risk.csv Importation risk values for all municipalities from week 37 to week 50 in the fall of 2009 computed using the methodology described in the paper. Date of construction: 2020-12-01 Format: csv Structure: Table with rows denoting Swedish municipalities according to their official municipal code, columns denoting epidemic weeks. Values indicate importation risk values (should not be interpreted as probabilities).

2. giim_transmission_prob.csv Transmission probabilities between all municipalities from week 37 to week 50 in the fall of 2009 computed using the methodology described in the paper. Date of construction: 2020-12-01 Format: csv Structure: Edge list with multiple edge weights. Rows indicate a directed link between the two municipalities (kommun1;kommun2) in the beginning of the row. The rest of the values in each row denote the corresponding transmission probabilities for each epidemic week computed according to the methodology described in the paper.

Additional file 1. Lookup table between level 12 Bing tiles, UK local authority districts and NUTS regions.

Voices of the Region Public Opinion SurveyFall 2020 More than 2,400 randomly selected residents from the Washington region completed an opinion survey on a variety of topics ranging from travel habits during the COVID-19 pandemic to what the region’s residents want the transportation system to look like in 25 years. The survey also asked about climate change, driverless cars, and equity concerns. The opinion survey was one of several public engagement activities that provided input for Visualize 2045, the region’s long-range transportation plan, which was approved in 2022. Contact: John Swanson

Travel Organizer Market Outlook

According to our latest research, the global travel organizer market size reached USD 4.38 billion in 2024, demonstrating robust growth driven by evolving travel habits and increasing consumer demand for convenience and organization. The market is expected to exhibit a CAGR of 6.2% from 2025 to 2033, propelling the total market value to approximately USD 7.52 billion by 2033. This upward trajectory is fueled by rising disposable incomes, growing international tourism, and the proliferation of innovative travel accessories that cater to diverse consumer needs. As per our latest research, the travel organizer market's expansion is underpinned by a combination of technological advancements, shifting consumer lifestyles, and the increasing influence of e-commerce platforms.

A key growth factor for the travel organizer market is the notable shift in consumer travel behavior over the past decade. Modern travelers, both for business and leisure, are seeking products that offer enhanced convenience, security, and efficiency during their journeys. The surge in frequent travel, especially among millennials and Gen Z, has led to increased demand for compact, multi-functional organizers that help manage personal belongings, electronics, toiletries, and essential documents. Additionally, the growing awareness of travel safety and hygiene, particularly following the global pandemic, has further accelerated the adoption of specialized organizers such as toiletry bags with antimicrobial features and RFID-protected document holders. These trends collectively contribute to the sustained growth of the travel organizer market globally.

Another significant driver is the rapid innovation in product design and material technology. Leading manufacturers are leveraging advanced materials like lightweight fabrics, eco-friendly plastics, and premium leathers to enhance product durability and aesthetic appeal. The integration of smart features, such as built-in chargers in electronic organizers or anti-theft mechanisms in document holders, is also attracting a tech-savvy consumer base. Furthermore, the rise of customization and personalization options enables brands to cater to niche market segments, thereby expanding their reach and customer loyalty. The continuous evolution of travel organizers in terms of design, function, and sustainability is expected to keep propelling market growth in the coming years.

The proliferation of digital retail channels and the increasing influence of social media marketing are also pivotal to the market’s expansion. Online platforms provide consumers with easy access to a wide variety of travel organizers, complete with detailed product descriptions, reviews, and competitive pricing. Influencer endorsements and targeted advertising campaigns have amplified brand visibility and consumer engagement, especially among urban populations. Additionally, the convenience of home delivery and hassle-free returns offered by online stores has significantly contributed to the surge in sales, making digital commerce a critical growth avenue for both established and emerging players in the travel organizer market.

Regionally, Asia Pacific stands out as the fastest-growing market, bolstered by a burgeoning middle class, increasing outbound tourism, and rapid urbanization. North America and Europe continue to hold substantial shares, driven by high travel frequencies, early adoption of innovative products, and a strong presence of leading brands. Latin America and the Middle East & Africa are also witnessing steady growth, supported by rising consumer awareness and expanding travel infrastructure. The diverse regional dynamics, coupled with localized marketing strategies, are expected to shape the competitive landscape and growth prospects of the global travel organizer market over the forecast period.

Product Type Analysis

The travel organizer market is segmented by product type into electronic organizers, packing cubes, toiletry bags, document

Each year, the Greater Manchester Travel Diary Survey (TRADS) collects detailed transport and travel information from every member (aged five or older) of 2,000 Greater Manchester households. Respondents provide details about all the trips they make in a 24-hour period. TRADS focuses on the specifics of the trips and the characteristics of the people making them, rather than attitudes to, and satisfaction with, travel. The survey sample is designed to be representative of each Greater Manchester (GM) district based on resident demographics. The survey runs throughout the year, from the beginning of February to the end of the following January. The only days surveys aren’t conducted are Christmas Day and any days following a bank holiday. The data collected from 2,000 GM households, equates to about 4,500 residents and between 7,000 and 10,000 trips. The key information captured by the survey includes trip origins and destinations, travel times, travel methods, and journey purposes. Surveying is carried out face-to-face by experienced interviewers. The response rate was 58% for both 2017-19 and 2023. The survey’s annual sample - a random probability sample stratified by district - provides confidence intervals of +/- 1% to 2% at the GM household level, and +/- 7% to 8% at the district household level. Before the pandemic, trip estimates were based on data collected over three years, providing confidence intervals of +/- 1% at the GM household level, and +/- 3% to 4% at the district household level. However, since 2020, travel habits have been too unstable for this approach, so estimates from 2021 onwards are based on single-year data. The survey data is weighted/expanded to the GM population based on each district’s population by age, gender, and Acorn Category. The weights are small, with high weighting efficiency. Between 2019 and 2022, the weighting methodology was updated to better account for population growth. In 2019, data was expanded to the Census 2011 population levels, while 2023 data is expanded to the 2022 mid-year population estimates. This change has most notably impacted districts with significant population growth, such as Manchester and Salford, where the estimated number of trips has increased despite a decrease in the average trip rate per person. For the 2023 survey, several changes were made to the questionnaire, including the introduction of new travel modes (eg distinguishing between electric and combustion engine car drivers), and new demographic questions (eg sexual orientation, gender identity). Changes were also made to better capture commute and business trips, reflecting the working habits of GM residents. This resulted in more commute trips and fewer business trips being recorded in 2023 compared to 2022. The report includes data estimates for 2019 and 2023. While overall estimates at the district household level have confidence intervals of +/- 7% to 8%, caution is advised when interpreting sub-group estimates (eg commute trips, short trips, age, hour, and purpose) due to larger confidence intervals. Before the pandemic, TRADS estimates closely aligned with key variables and other data sources (eg census data, ticket sales, Google Environment Insight Explorer). And generally, TRADS trip estimates show remarkable year-on-year stability, even for smaller modes and journey purposes. For example, the number of taxi trips has consistently been around 100,000 daily since 2017. However, 2023 bus trip estimates are lower than patronage data indicates they should be. This discrepancy could be due to data collection issues post-pandemic, or it could just be an extreme estimate that can occasionally occur in survey data. These figures are a reminder that while TRADS produces robust estimates, it is still subject to sampling error and confidence intervals. At the GM level, the mode share for buses decreased from 6% in 2022 to 4% in 2023, which is within the sampling error of 2%. Thus, statistical tests find the change between the two years is not statistically significant. However, this change in mode share from 6% to 4%, when translated to bus trip estimates, translates to a 25% decline in bus trips, which contrasts with an 8% increase measured by the TfGM Continuous Passenger Survey (annual rolling patronage comparison Q3 2022 vs Q3 2023). Therefore, it is better to focus on changes across multiple years rather than overinterpreting year-on-year variations. Note: totals in tables may not sum precisely due to rounding to the nearest 1,000. If you would like more details of the surveying methodology, our technical notes can be made available on request. For more information about TRADS or for further analysis, please contact insight@tfgm.com.

Coronavirus disease 2019 (COVID-19) has brought dramatic changes in our daily life, especially in human mobility since 2020. As the major component of the integrated transport system in most cities, taxi trips represent a large portion of residents’ urban mobility. Thus, quantifying the impacts of COVID-19 on city-wide taxi demand can help to better understand the reshaped travel patterns, optimize public-transport operational strategies, and gather emergency experience under the pressure of this pandemic. To achieve the objectives, the Geographically and Temporally Weighted Regression (GTWR) model is used to analyze the impact mechanism of COVID-19 on taxi demand in this study. City-wide taxi trip data from August 1st, 2020 to July 31st, 2021 in New York City was collected as model’s dependent variables, and COVID-19 case rate, population density, road density, station density, points of interest (POI) were selected as the independent variables. By comparing GTWR model with traditional ordinary least square (OLS) model, temporally weighted regression model (TWR) and geographically weighted regression (GWR) model, a significantly better goodness of fit on spatial-temporal taxi data was observed for GTWR. Furthermore, temporal analysis, spatial analysis and the epidemic marginal effect were developed on the GTWR model results. The conclusions of this research are shown as follows: (1) The virus and health care become the major restraining and stimulative factors of taxi demand in post epidemic era. (2) The restraining level of COVID-19 on taxi demand is higher in cold weather. (3) The restraining level of COVID-19 on taxi demand is severely influenced by the curfew policy. (4) Although this virus decreases taxi demand in most of time and places, it can still increase taxi demand in some specific time and places. (5) Along with COVID-19, sports facilities and tourism become obstacles on increasing taxi demand in most of places and time in post epidemic era. The findings can provide useful insights for policymakers and stakeholders to improve the taxi operational efficiency during the remainder of the COVID-19 pandemic.

PurposeThe Covid-19 epidemic has imposed profound changes on the practice of orthodontics. It was in this anxiety-inducing context that drastic measures were imposed on orthodontists. The main aim of this online survey is to highlight the measures that are still in place in French orthodontic practices three years after the emergence of the pandemic.MethodsA cross-sectional online survey was distributed to French orthodontists from march to June 2023. The questionnaire, consisting of 32 questions, was divided into five sections covering habits before and after the pandemic, and the feelings of professionals.ResultsIn this survey 230 complete answers were recorded. Three years later, the daily pace had returned to its pre-crisis level. Disinfection and aeration times were still present (p < 0.001). Orthodontists maintained and generalized the use of protective glasses (p = 0.17) and visors (p < 0.001). The same was true for the FFP2 mask and its frequency of change, as well as rigorous hand washing. Finally, the dedicated layout of the practices was maintained: protective screen, filtration system, supply of SHA, travel paths, removal of magazines (for all, p < 0.001).ConclusionThis study shows that the professional practices imposed by the Covid-19 crisis have been adopted by the majority of French orthodontists, and now appear to be anchored in their routine practice.Trial registration numberopinion n°2023–004, dated 01.25.2023.

Coronavirus disease 2019 (COVID-19) has brought dramatic changes in our daily life, especially in human mobility since 2020. As the major component of the integrated transport system in most cities, taxi trips represent a large portion of residents’ urban mobility. Thus, quantifying the impacts of COVID-19 on city-wide taxi demand can help to better understand the reshaped travel patterns, optimize public-transport operational strategies, and gather emergency experience under the pressure of this pandemic. To achieve the objectives, the Geographically and Temporally Weighted Regression (GTWR) model is used to analyze the impact mechanism of COVID-19 on taxi demand in this study. City-wide taxi trip data from August 1st, 2020 to July 31st, 2021 in New York City was collected as model’s dependent variables, and COVID-19 case rate, population density, road density, station density, points of interest (POI) were selected as the independent variables. By comparing GTWR model with traditional ordinary least square (OLS) model, temporally weighted regression model (TWR) and geographically weighted regression (GWR) model, a significantly better goodness of fit on spatial-temporal taxi data was observed for GTWR. Furthermore, temporal analysis, spatial analysis and the epidemic marginal effect were developed on the GTWR model results. The conclusions of this research are shown as follows: (1) The virus and health care become the major restraining and stimulative factors of taxi demand in post epidemic era. (2) The restraining level of COVID-19 on taxi demand is higher in cold weather. (3) The restraining level of COVID-19 on taxi demand is severely influenced by the curfew policy. (4) Although this virus decreases taxi demand in most of time and places, it can still increase taxi demand in some specific time and places. (5) Along with COVID-19, sports facilities and tourism become obstacles on increasing taxi demand in most of places and time in post epidemic era. The findings can provide useful insights for policymakers and stakeholders to improve the taxi operational efficiency during the remainder of the COVID-19 pandemic.

The COVID-19 pandemic affected commuting patterns in Stockholm, Sweden, beyond the end of the pandemic. When comparing their commuting patterns before and after the pandemic, two thirds of survey respondents to a June 2022 survey indicated that they commuted at least five days per week, while this had fallen to just 44 percent after the pandemic.

The COVID-19 pandemic affected commuting patterns in Oslo, Norway, beyond the end of the pandemic. When comparing their commuting patterns before and after the pandemic, 62 percent of survey respondents to a June 2022 survey indicated that they commuted at least five days per week pre-pandemic, while this had fallen to just 43 percent after the pandemic.