Exploring walking differences by socioeconomic status using a spatial agent-based model

We use an exploratory agent-based model of adults' walking behavior within a city to examine the possible impact of interventions on socioeconomic differences in walking. Simulated results show that for persons of low socioeconomic status, increases in walking resulting from increases in their positive attitude towards walking may diminish over time if other features of the environment are not conducive to walking. Similarly, improving the safety level for the lower SES neighborhoods may be effective in increasing walking, however, the magnitude of its effectiveness varies by levels of land use mix, such that effects of safety are greatest when persons live in areas with a large mix of uses.

The CHOICE study: a "taste-test" of utilitarian vs. leisure walking among older adults

OBJECTIVE

Utilitarian walking (e.g., walking for transport) and leisure walking (e.g., walking for health/recreation) are encouraged to promote health, yet few studies have explored specific preferences for these two forms of physical activity or factors that impact such preferences. A quasi-experimental crossover design was used to evaluate how training underactive midlife and older adults in each type of walking impacted total steps taken and how it was linked to their subsequent choice of walking types.

METHODS

Participants (N = 16) were midlife and older adults (M age = 64 ± 8 years) who were mostly women (81%) and white (75%). To control for order effects, participants were randomized to instruction in either utilitarian or leisure walking for 2 weeks and then the other type for 2 weeks. Participants then entered a 2-week "free choice" phase in which they chose any mixture of the walking types. Outcome variables included walking via OMRON pedometer and the ratio of utilitarian versus leisure walking during the free-choice phase. Participants completed surveys about their neighborhood (NEWS) and daily travel to multiple locations.

RESULTS

Instruction in leisure-only, utilitarian-only, and a freely chosen mixture of the two each resulted in significant increases in steps taken relative to baseline (ps < 0.05). Having to go to multiple locations daily and traveling greater distances to locations were associated with engagement in more utilitarian walking. In contrast, good walking paths, neighborhood aesthetics, easy access to exercise facilities, and perceiving easier access to neighborhood services were associated with more leisure walking.

CONCLUSIONS

Results from this pilot study suggest that midlife and older adults may most easily meet guidelines through either leisure only or a mixture of leisure and utilitarian walking, and tailored suggestions based on the person's neighborhood may be useful.

Characterization of pedestrian accidents and an examination of infrastructure measures to improve pedestrian safety in Israel

The high share of pedestrian fatalities in Israel provided the impetus for this study which looked for infrastructure solutions to improve pedestrian safety. First, a detailed analysis of pedestrian accidents in 2006-2007, with an emphasis on the infrastructure characteristics involved, was performed; it found that 75% of the fatalities and 95% of the injuries occurred in urban areas, the majority of cases occurring on road sections (not at junctions). About 80% of the accidents took place when a pedestrian crossed the road, the majority of them at non-crosswalk locations or at non-signalized crosswalks. International comparisons showed that the characteristics of fatal pedestrian accidents in Israel were similar to the average pedestrian accident in Europe in terms of accident location, time, and the demographic characteristics of the victims. A typology of pedestrian fatalities in Israel was built for the years 2003-2006; it demonstrated a high share of accidents at these locations: in Jewish or mixed-population towns-not at pedestrian crossings on urban street sections, and both at pedestrian crossings and not at pedestrian crossings at urban junctions; in Arab towns; and on dual-carriageway rural roads. Second, based on a literature study, a summary of about 60 pedestrian-safety-related measures was developed. Third, to diagnose the infrastructure characteristics and deficiencies associated with pedestrian accidents, detailed field studies were carried out at 95 urban locations. A major finding revealed that more than 80% of the sites with a high concentration of pedestrian-vehicle accidents in Israel were situated on arterial multi-lane streets belonging to city centers, where on a micro-level there were no indications of major deficiencies in the basic design elements of most sites. Finally, cross-checking of the safety problems identified and the infrastructure solutions available provided lists of measures recommended for application at various types of sites. It was concluded that in order to generate a significant change in the state of pedestrian injury in Israel, a move from spot treatment to a systemic treatment of the problem is required. A systemic inquiry and the transformation of the urban road network should be performed in order to diminish the areas of vehicle-pedestrian conflicts and to significantly reduce vehicle speeds in areas of pedestrian presence and activity.

Pedestrian crash trends and potential countermeasures from around the world

As automobile transportation continues to increase around the world, bicyclists, pedestrians, and motorcyclists, also known as vulnerable road users (VRUs), will become more susceptible to traffic crashes, especially in countries where traffic laws are poorly enforced. Many countries, however, are employing innovative strategies to ensure that road users can more safely navigate the urban landscape. While bicyclists and motorcyclists are important road users, this paper will focus on pedestrian crash problems and solutions. Pedestrians are most at risk in urban areas due in part to the large amount of pedestrian and vehicle activity in urban areas. With this in mind, designing safe, accessible, and comprehensive facilities for pedestrians is vital to reducing pedestrian crashes. This paper will provide some insight into the magnitude of the pedestrian crash problem around the world, and will offer some lessons learned from several countries, particularly in Europe and the U.S., for improving pedestrian safety. Beginning with pedestrian safety statistics at the global, regional, and national levels, this paper will address potential countermeasures and strategies for improving pedestrian safety from an international perspective.

Behavioral change during weight loss program and one-year follow-up: Saku Control Obesity Program (SCOP) in Japan

This study evaluated effects of a behavioral approach which placed emphasis on tailored behavior counseling, diet, weight loss and weight maintenance. A one-year randomized controlled trial was conducted among 235 overweight/obese adults in Japan. The intervention group (n=119) received individual-based counseling using a behavioral approach and the changes made in the diet and physical activity were dependent on each participant as much as possible. One year later, the intervention group lost significantly more weight than the control group (-5.0 kg vs. 0.1 kg for men and -3.9 kg vs. -0.2 kg for women). Compared to the control group, the male intervention group reduced overall energy, cereals and dairy products consumption significantly, while increasing green and yellow vegetable intake, and the female intervention group significantly reduced intake of dairy products. Regarding behaviors, both male and female intervention groups increased the number of walking steps and women improved their irregular eating habits compared to those in the control groups. Behavior changes were related to weight loss; participants who maintained the action/maintenance stage or moved to later stages lost significantly more weight than participants who remained in the pre-contemplation/contemplation/preparation stages or regressed to earlier stages. After one-year follow-up, the intervention group maintained significantly lower weights, lower energy intakes and improvements in irregular eating habits. Our behavioral approach led to diet and behavior modification, weight loss and maintenance. Because modified variables differed between men and women, gender-specific approaches may be necessary.

Sustainable road safety: a new (?) neighbourhood road pattern that saves VRU lives

Both the UN (2007) and World Health Organizations (2004) have declared the enormous social and economic burden imposed on society by injuries due to road collisions as a major global problem. While the road safety problem is not new, this prominent global declaration sends an important signal of frustration regarding progress to date on reducing road collisions. It is clear that governments, communities, businesses and the public must discover ways of reducing this burden, especially as it relates to vulnerable road users (VRUs), typically meaning pedestrian and bicyclist road users. Recent comparisons of global VRU collisions statistics suggest that, in addition to mixed land use density, the layout of neighbourhood roads plays a vital role in the encouragement of walkable, safe and quiet, yet accessible and sustainable communities. The purpose of this paper was to: The Dutch Sustainable Road Safety (SRS) Program has produced a number of innovative land use and transportation initiatives for vehicular road users as well as non-vehicular VRUs. Following from the Dutch initiatives, these new 3-way offset, and fused grid neighbourhood patterns appear to not only have positive effects in encouraging mode split (i.e. increasing walking and bicycling, and transit), slowing traffic, and reducing energy consumption and GHG emissions; but also, to hold potential to improve road safety. To test the road safety hypothesis, UBCO researchers evaluated the level of road safety relative to five neighbourhood patterns - grid, culs-de-sac, and Dutch Sustainable Road Safety (SRS) (or limited access), 3-way offset, and fused grid networks. Analysis using standard transportation planning methodology revealed that they would maintain both mobility and accessibility. Analysis using standard road safety analysis methodology further revealed that these 3-way offset, and fused grid patterns would significantly improve road safety levels by as much as 60% compared to prevalent patterns (i.e. grid and culs-de-sac). It is important to note that these results ignore the road safety effects of providing convenient off-road trails along trip desire lines to shift mode choice from auto to non-auto VRU modes. Subject to further research, it is intuitive that shifting trips from auto to pedestrian/bike modes will lead to reduced auto collisions. Hence, these initial results should be considered as conservative estimates, subject to further research. In before and after studies to date, researchers have shown that increasing bicycle use does not lead to a commensurate increase in bicycle collisions, but no predictive relationship has been found in the literature. Therefore, the next steps in this research are to develop collision prediction models that provide insight on VRU mode split and overall road safety.

Mapping patterns of pedestrian fatal accidents in Israel

This study intends to provide insight into pedestrian accidents by uncovering their patterns in order to design preventive measures and to allocate resources for identified problems. Kohonen neural networks are applied to a database of pedestrian fatal accidents occurred during the four-year period between 2003 and 2006. Results show the existence of five pedestrian accident patterns: (i) elderly pedestrians crossing on crosswalks mostly far from intersections in metropolitan areas; (ii) pedestrians crossing suddenly or from hidden places and colliding with two-wheel vehicles on urban road sections; (iii) male pedestrians crossing at night and being hit by four-wheel vehicles on rural road sections; (iv) young male pedestrians crossing at night wide road sections in both urban and rural areas; (v) children and teenagers crossing road sections in small rural communities. From the perspective of preventive measures, results suggest the necessity of designing education and information campaigns for road users as well as allocating resources for infrastructural interventions and law enforcement in order to address the identified major problems.

Injury protection and accident causation parameters for vulnerable road users based on German In-Depth Accident Study GIDAS

Within a study of accident data from GIDAS (German In-Depth Accident Study), vulnerable road users are investigated regarding injury risk in traffic accidents. GIDAS is the largest in-depth accident study in Germany. Due to a well-defined sampling plan, representativeness with respect to the federal statistics is also guaranteed. A hierarchical system ACASS (Accident Causation Analysis with Seven Steps) was developed in GIDAS, describing the human causation factors in a chronological sequence. The accordingly classified causation factors - derived from the systematic of the analysis of human accident causes ("7 steps") - can be used to describe the influence of accident causes on the injury outcome. The bases of the study are accident documentations over ten years from 1999 to 2008 with 8204 vulnerable road users (VRU), of which 3 different groups were selected as pedestrians n=2041, motorcyclists n=2199 and bicyclists n=3964, and analyzed on collisions with cars and trucks as well as vulnerable road users alone. The paper will give a description of the injury pattern and injury mechanisms of accidents. The injury frequencies and severities are pointed out considering different types of VRU and protective measures of helmet and clothes of the human body. The impact points are demonstrated on the car, following to conclusion of protective measures on the vehicle. Existing standards of protection devices as well as interdisciplinary research, including accident and injury statistics, are described. With this paper, a summarization of the existing possibilities on protective measures for pedestrians, bicyclists and motorcyclists is given and discussed by comparison of all three groups of vulnerable road users. Also the relevance of special impact situations and accident causes mainly responsible for severe injuries are pointed out, given the new orientation of research for the avoidance and reduction of accident patterns.

Safety and mobility of vulnerable road users: pedestrians, bicyclists, and motorcyclists

Traffic safety has improved greatly over the past few decades, but the progress in the safe mobility of vulnerable road users (VRUs) - especially motorcycle riders - has not been as consistent. The changing trends towards healthier and eco-friendlier lifestyle, coupled with the rising costs of fuel have increased the exposure and injury risk of pedestrians, motorcyclists, and bicyclists, especially in urban areas. To address the safe mobility issues of VRUs, Israel's National Road Safety Authority organized an international conference on the topic. This special issue contains the papers of the three plenary talks related to the safe mobility of each of the VRUs, and 18 more papers of the over 100 papers presented at the conference that were accepted for publication in AAP following the Journal's review process.

Maintaining femoral bone density in adults: how many steps per day are enough?

The amount and intensity of walking to maintain a healthy skeleton is unknown. This study examined the relationship between habitual walking activity and femoral bone mineral density (BMD) in healthy individuals using a quantitative theory for bone maintenance. Our results suggest a gender, weight, and speed sensitivity of walking interventions.

INTRODUCTION

Walking has been extensively promoted for the prevention of osteoporosis. The amount and intensity of walking to maintain a healthy skeleton is unknown and evidence to support a specific target of steps per day is lacking. The goal of our study was to examine the relationship between habitual walking activity and femoral bone mineral density (BMD) in healthy individuals using a quantitative theory for bone maintenance.

METHODS

Habitual walking activity and total femur BMD were measured in 105 individuals (49-64 years). An index of cumulative loading (bone density index, BDI) was examined as a predictor of BMD. The BDI-BMD relationship was used to predict the steps per day to maintain healthy BMD values for a range of body weights (BW) and walking speeds.

RESULTS

For females but not for males, BDI was correlated with BMD (r (2) = 0.19, p < 0.001). The total required steps per day to maintain a T-score of -1.0 for a female with the average BW of the study cohort, walking at 1.00 m/s is 4,892 steps/day. Substantially more steps (18,568 steps/day) are required for a female with a BW 20% lighter than the average for our female cohort. For these lighter females, only at a walking speed greater than 1.32 m/s was 10,000 steps/day sufficient to maintain a T-score of -1.0.

CONCLUSIONS

Our results suggest a gender, weight, and speed sensitivity of walking interventions for osteoporosis. In persons of low BW, the necessary steps per day to maintain BMD can be substantially greater than the often-quoted 10,000 steps.

The impacts of building a greenway on proximate residents' physical activity

BACKGROUND

A significant association has been identified between physical activity and proximity to greenways. However, residents more likely to be active may have selected to live near existing greenways. The purpose of this study was to determine whether development of a new greenway has the potential to increase activity levels of existing, proximate residents.

METHODS

In 2008, survey data were collected before and after 5 miles of greenway were added to an existing greenway.

RESULTS

When comparing residents living nearest (≤ .50 miles) the new greenway section with those living further (.51-1.0 miles), days spent walking and participating in moderate physical activity increased. Despite mean increases, no significant interactions were detected.

CONCLUSIONS

Although evidence is inconclusive, apparent increases in walking and moderate activity suggest development of a greenway proximate to residents' homes is likely to have a positive effect on participation levels. Additional research is needed to address article limitations.

Pilot study examining the association between ambulatory activity and falls among hospitalized older adults

OBJECTIVE

To examine the ambulatory activity of older patients who had a documented fall during hospitalization for acute illness.

DESIGN

A retrospective case-control design was used in a pilot study of patients (n=10; ≥65y) who had a documented fall during their hospital stay and matched controls (n=25) who did not fall.

SETTING

Acute care medical/surgical unit.

PARTICIPANTS

Men and women 65 years and older who wore a step activity monitor while hospitalized.

INTERVENTIONS

Not applicable.

MAIN OUTCOME MEASURES

Fall incidents during the hospital stay were documented by the nurse in a standardized patient safety event report in accordance with hospital policy. The number of steps per 24-hour interval, time spent walking, and total number of activity episodes were determined for patients and controls.

RESULTS

On average ± SD, patients who fell took 480.3 ± 432.2 steps per hospital day, spent 53.8 ± 36.9 minutes walking, and engaged in 25.8 ± 16.9 episodes of activity. Mean daily steps, time spent walking, and number of activity episodes for patients who did not fall were 680.1 ± 876.0, 50.1 ± 58.6, and 21.6 ± 23.8, respectively. Logistic regression results indicated no association between the fall outcome and mean daily steps (odds ratio=.95; 95% confidence interval, 0.84-1.06).

CONCLUSIONS

Ambulatory activity among patients who fell varied widely. Mean daily steps, time spent walking, and number of episodes of activity were comparable with matched controls who did not fall. Patient falls were more likely to be associated with cognitive and hospital environmental factors than actual amount of walking.

How far do children travel from their homes? Exploring children's activity spaces in their neighborhood

This study explored children's activity spaces. In 2007, children aged 10-12 years (n=1480) completed a survey and mapping activity, and wore a pedometer for seven days. Their parents completed a survey (n=1314). Over half traveled <25% of their 'neighborhood', defined as 800 m and 1600 m network buffers. More local destinations (boys β=-0.022; girls β=-0.013) and parent report of living on a busy road (girls β=-0.43) were associated with smaller activity spaces whereas being independently mobile resulted in larger (girls β=0.28) ones. Traditionally defined neighborhoods may not reflect children's movements. Freedom, fewer local destinations and traffic safety may be important for increasing spatial ranges.

The accuracy of a simple, low-cost GPS data logger/receiver to study outdoor human walking in view of health and clinical studies

INTRODUCTION

Accurate and objective measurements of physical activity and lower-extremity function are important in health and disease monitoring, particularly given the current epidemic of chronic diseases and their related functional impairment.

PURPOSE

The aim of the present study was to determine the accuracy of a handy (lightweight, small, only one stop/start button) and low-cost (∼$75 with its external antenna) Global Positioning System (GPS) data logger/receiver (the DG100) as a tool to study outdoor human walking in perspective of health and clinical research studies. Methods. Healthy subjects performed two experiments that consisted of different prescribed outdoor walking protocols. Experiment 1. We studied the accuracy of the DG100 for detecting bouts of walking and resting. Experiment 2. We studied the accuracy of the DG100 for estimating distances and speeds of walking.

RESULTS

Experiment 1. The performance in the detection of bouts, expressed as the percentage of walking and resting bouts that were correctly detected, was 92.4% [95% Confidence Interval: 90.6-94.3]. Experiment 2. The coefficients of variation [95% Confidence Interval] for the accuracy of estimating the distances and speeds of walking were low: 3.1% [2.9-3.3] and 2.8% [2.6-3.1], respectively.

CONCLUSION

The DG100 produces acceptable accuracy both in detecting bouts of walking and resting and in estimating distances and speeds of walking during the detected walking bouts. However, before we can confirm that the DG100 can be used to study walking with respect to health and clinical studies, the inter- and intra-DG100 variability should be studied.

TRIAL REGISTRATION

ClinicalTrials.gov NCT00485147.

Walking for transportation among Latino adults in San Diego County: who meets physical activity guidelines?

BACKGROUND

U.S. Latinos engage in nonleisure-time walking (NLTW) more than other ethno-racial groups. Studies are needed to explore factors associated with NLTW to inform interventions for effective physical activity promotion.

PURPOSE

To examine the social-ecological correlates of NLTW among Mexican-origin Latinos.

METHODS

Individual, social, and environmental level factors and PA were assessed in a telephone survey completed by 672 Mexican-origin adults randomly sampled in San Diego County. Data were collected in 2006 and analyzed in 2009.

RESULTS

Participants were mostly female (71%), with an average age of 39 years. Less than one-third met PA guidelines for NLTW (29%). Structural equation modeling showed that NLTW was positively associated with being female, but negatively associated with living in the U.S. ≥ 12 years, and being U.S.-born.

CONCLUSIONS

In this sample NLTW differed by various indicators of acculturation and gender. These findings might help inform the development of interventions to promote NLTW and thus physical activity in Mexican-origin adults.

The link between built environment, pedestrian activity and pedestrian-vehicle collision occurrence at signalized intersections

This paper studies the influence of built environment (BE) - including land use types, road network connectivity, transit supply and demographic characteristics - on pedestrian activity and pedestrian-vehicle collision occurrence. For this purpose, a two-equation modeling framework is proposed to investigate the effect of built environment on both pedestrian activity and vehicle-pedestrian collision frequency at signalized intersections. Using accident data of ambulance services in the City of Montreal, the applicability of our framework is illustrated. Different model settings were attempted as part of a model sensitivity analysis. Among other results, it was found that the BE in the proximity of an intersection has a powerful association with pedestrian activity but a small direct effect on pedestrian-vehicle collision frequency. This suggests that the impact of BE is mainly mediated through pedestrian activity. In other words, strategies that encourage densification, mix of land uses and increase in transit supply will increase pedestrian activity and may indirectly, with no supplementary safety strategies, increase the total number of injured pedestrians. In accordance with previous research, the number of motor vehicles entering a particular intersection is the main determinant of collision frequency. Our results show that a 30% reduction in the traffic volume would reduce the total number of injured pedestrians by 35% and the average risk of pedestrian collision by 50% at the intersections under analysis. Major arterials are found to have a double negative effect on pedestrian safety. They are positively linked to traffic but negatively associated with pedestrian activity. The proposed framework is useful for the identification of effective pedestrian safety actions, the prediction of pedestrian volumes and the appropriate safety design of new urban developments that encourage walking.

Contextual deprivation, daily travel and road traffic injuries among the young in the Rhône Département (France)

This study investigated the effect of the socioeconomic level of the municipality of residence on personal injury road traffic accident risk among young persons of 10-24 years of age in the Rhône Département. This effect was assessed by comparing incidences of injuries (n=2792 casualties) on the basis of three denominators: the resident population of young people, the number of users of each mode and the distances covered by each mode. The results are presented for each type of road users (pedestrians, car passengers, car drivers, motorised two-wheeler riders, cyclists, public transport users). Young persons from deprived municipalities use motorised-two wheelers, bicycles and the car (as passengers and drivers) less frequently, they walk more and take public transports more often than those from other municipalities. When considering injury risk, motorised two wheeler injuries among adolescent males, for example, are significantly less frequent in deprived municipalities. But the motorised two-wheeler riders as well as car passengers from deprived municipalities are characterized by an excess injury risk, whether the selected denominator is the number of users or the kilometres travelled by this mode. For the first time in France, this study has enabled a comparison of the effects of a contextual socioeconomic indicator (the type of municipality of residence, deprived, or not) on daily travel practices and injury incidences among the population, among the users of each mode and per km of travel.

Effect of a low-cost, teacher-directed classroom intervention on elementary students' physical activity

BACKGROUND

Effective physical activity (PA) interventions are warranted for youth, and schools have been identified as logical locations for such involvement. Experts and professionals in the field promote comprehensive school PA programs, including classroom PA. The purpose of this study was to determine the effect of a low-cost, teacher-directed classroom-based intervention on the school PA of elementary children.

METHODS

Nine classroom teachers were provided inexpensive curricula and trained to implement and instruct PA breaks (2 × 30 minute training sessions). The teachers were encouraged to lead 1 activity break per day after the training. One hundred and six elementary students wore pedometers up to 12 days over 3 monitoring periods during the school year (baseline, follow-up, post follow-up) to assess the effectiveness and the sustainability of the intervention. The teachers self-reported the frequency of activity breaks instructed.

RESULTS

The teachers (n = 5) who complied with the recommended 1 activity break per day had students who accrued ∼33% more mean school steps/day at follow-up (∼1100) and post follow-up (∼1350) compared to controls. Teachers (n = 4) in the intervention who did not comply with the 1 activity break per day recommendation had students accrue similar mean school steps/day as controls.

CONCLUSION

Inexpensive, teacher-directed classroom-based PA interventions can be effective in improving children's PA levels if teachers implement 1 activity break per school day. We recommend promoting the notion of 1 activity break per day in the classroom as part of a comprehensive school PA program that includes quality physical education, recess, and before/after school programs.

Design for health: the relationship between design and noncommunicable diseases

The authors explore the relationship between design and noncommunicable diseases, first by highlighting how design knowledge and practice can have a direct and indirect effect on these diseases. They then review the literature on the link between the physical environment (e.g., dwellings, the neighborhood, cities) and noncommunicable diseases. Last, they illustrate the links between design and noncommunicable diseases by exploring in greater detail how designers and the design of the urban environment can play a positive role in the reduction of noncommunicable diseases.

Hawai'i's Opportunity for Active Living Advancement (HO'ĀLA): addressing childhood obesity through safe routes to school

Increasing active transportation to and from school may reduce childhood obesity rates in Hawai'i. A community partnership was formed to address this issue in Hawai'i's Opportunity for Active Living Advancement (HO'ĀLA), a quasi-experimental study of active transportation in Hawai'i County. The purpose of this study was to determine baseline rates for active transportation rates to and from school and to track changes related to macro-level (statewide) policy, locally-based Safe Routes to School (SRTS) programs and bicycle and pedestrian planning initiatives expected to improve the safety, comfort and ease of walking and bicycling to and from school. Measures included parent surveys, student travel tallies, traffic counts and safety observations. Assessments of the walking and biking environment around each school were made using the Pedestrian Environment Data Scan. Complete Streets and SRTS policy implementation was tracked through the activities of a state transportation-led Task Force and an advocacy-led coalition, respectively. Planning initiatives were tracked through citizen-based advisory committees. Thirteen volunteer schools participated as the intervention (n=8) or comparison (n=5) schools. The majority of students were Asian, Native Hawaiian, and Pacific Islander in schools located in under-resourced communities. Overall, few children walked or biked to school. The majority of children were driven to and from school by their parents. With the influence of HO'ĀLA staff members, two intervention schools were obligated SRTS project funding from the state, schools were identified as key areas in the pedestrian master plan, and one intervention school was slated for a bike plan priority project. As the SRTS programs are implemented in the next phase of the project, post-test data will be collected to ascertain if changes in active transportation rates occur.

Environmental and psychological correlates of older adult's active commuting

PURPOSE

This study explored the environmental and psychological correlates of active commuting in a sample of adults from the European Prospective Investigation into Cancer Norfolk cohort.

METHODS

Members of the cohort who were in employment, lived within 10 km of work, and did not report a limitation that precluded walking were included in this analysis. Psychological factors, perceptions of the neighborhood environment and travel mode to work were reported using questionnaires. Neighborhood and route environmental characteristics were estimated objectively using a geographical information system. The mediating effects of psychological factors were assessed using a series of regression models.

RESULTS

A total of 1279 adults (mean age=60.4 yr, SD=5.4 yr) were included in this analysis, of whom 25% actively commuted to work. In multivariable regression analyses, those who reported strong habits for walking or cycling were more likely to actively commute, whereas those living 4-10 km from work were less likely to actively commute. In addition, living in a rural area was associated with a decreased likelihood of men's active commuting, and in women, living in a neighborhood with high road density and having a route to work that was not on a main or secondary road was associated with an increased likelihood of active commuting. There was weak evidence that habit acted to partly mediate the associations between environmental correlates and active commuting in both sexes.

CONCLUSIONS

The findings suggest that interventions designed to encourage the development of habitual behaviors for active commuting may be effective, especially among those living close to work.

Improving health through policies that promote active travel: a review of evidence to support integrated health impact assessment

BACKGROUND

Substantial policy changes to control obesity, limit chronic disease, and reduce air pollution emissions, including greenhouse gasses, have been recommended. Transportation and planning policies that promote active travel by walking and cycling can contribute to these goals, potentially yielding further co-benefits. Little is known, however, about the interconnections among effects of policies considered, including potential unintended consequences.

OBJECTIVES AND METHODS

We review available literature regarding health impacts from policies that encourage active travel in the context of developing health impact assessment (HIA) models to help decision-makers propose better solutions for healthy environments. We identify important components of HIA models of modal shifts in active travel in response to transport policies and interventions.

RESULTS AND DISCUSSION

Policies that increase active travel are likely to generate large individual health benefits through increases in physical activity for active travelers. Smaller, but population-wide benefits could accrue through reductions in air and noise pollution. Depending on conditions of policy implementations, risk tradeoffs are possible for some individuals who shift to active travel and consequently increase inhalation of air pollutants and exposure to traffic injuries. Well-designed policies may enhance health benefits through indirect outcomes such as improved social capital and diet, but these synergies are not sufficiently well understood to allow quantification at this time.

CONCLUSION

Evaluating impacts of active travel policies is highly complex; however, many associations can be quantified. Identifying health-maximizing policies and conditions requires integrated HIAs.

The effect of two different health messages on physical activity levels and health in sedentary overweight, middle-aged women

BACKGROUND

Most public health guidelines recommend that adults need to participate in 30 minutes of moderate intensity physical activity on most days of the week to maintain good health. Achieving the recommended 30 minutes of exercise a day can be difficult in middle aged, overweight women. This 12 week study evaluated whether a 10,000 steps per day message was more effective than a 30 minutes a day message in increasing physical activity in low active, overweight women.

METHODS

Thirty participants were randomized into 2 groups: Group 1 was asked to undertake 30 minutes of walking/day, whereas Group 2 was asked to accumulate 10,000 steps/day using their pedometers.

RESULTS

Results showed that there were no changes in anthropometric and blood pressure measures between or within groups. However, the 10,000 step and the 30 minutes groups' daily average number of steps/day were significantly higher than baseline at week 6 (p = 0.038 and p = 0.039 respectively) and at week 12 (p = 0.028 and p = 0.038 respectively). At week 12, the 10,000 steps group were taking an average of 4616 steps per day more (43% increase) than at baseline and the 30 minutes group were taking an average of 2761 steps per day more (35% increase) than at baseline. There was a significant difference in the number of steps with the 10,000 steps group versus 30 minutes group at 12 weeks (p = 0.045).

CONCLUSIONS

This study found that low active, overweight women undertook significantly more physical activity when they had a daily 10,000 step goal using a pedometer, than when they were asked to achieve 30 minutes of walking/day. Therefore we suggest that a public health recommendation of "10,000 steps/day", rather than the "30 min/day" could be applied to promote increased physical activity in sedentary middle aged women.