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Logan G, Somers C, Baker G, Connell H, Gray S, Kelly P, McIntosh E, Welsh P, Gray CM, Gill JMR. Benefits, risks, barriers, and facilitators to cycling: a narrative review. Front Sports Act Living 2023; 5:1168357. [PMID: 37795314 PMCID: PMC10546027 DOI: 10.3389/fspor.2023.1168357] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [Abstract] [Key Words] [Track Full Text] [Figures] [Journal Information] [Subscribe] [Scholar Register] [Received: 02/17/2023] [Accepted: 09/05/2023] [Indexed: 10/06/2023] Open
Abstract
There is large potential to increase cycling participation worldwide. Participation in cycling is associated with lower risk of mortality from any cause, and incidence of cardiovascular disease and type 2 diabetes, as well as positive mental health and well-being. The largest potential for health gains likely to come from increasing participation amongst those who do not currently cycle regularly, rather than encouraging those who already cycle regularly to cycle more. Replacing car journeys with cycling can lead to reductions in air pollution emissions and lower pollutant exposure to the general population. Important gaps and uncertainties in the existing evidence base include: the extent to which the health benefits associated with cycling participation are fully causal due to the observational nature of much of the existing evidence base; the real-world economic cost-benefits of pragmatic interventions to increase cycling participation; and the most effective (combination of) approaches to increase cycling participation. To address these uncertainties, large-scale, long-term randomised controlled trials are needed to: evaluate the effectiveness, and cost-effectiveness, of (combinations of) intervention approaches to induce sustained long-term increases in cycling participation in terms of increases in numbers of people cycling regularly and number of cycling journeys undertaken, across a range of population demographic groups; establish the effects of such interventions on relevant outcomes related to health and wellbeing, economic productivity and wider societal impacts; and provide more robust quantification of potential harms of increasing cycling participation, such as collision risks.
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Affiliation(s)
- Greig Logan
- School of Cardiovascular and Metabolic Health, University of Glasgow, Glasgow, United Kingdom
| | - Camilla Somers
- Institute of Health and Wellbeing, University of Glasgow, Glasgow, United Kingdom
| | - Graham Baker
- Physical Activity for Health Research Centre, University of Edinburgh, Edinburgh, United Kingdom
| | - Hayley Connell
- Institute of Health and Wellbeing, University of Glasgow, Glasgow, United Kingdom
| | - Stuart Gray
- School of Cardiovascular and Metabolic Health, University of Glasgow, Glasgow, United Kingdom
| | - Paul Kelly
- Physical Activity for Health Research Centre, University of Edinburgh, Edinburgh, United Kingdom
| | - Emma McIntosh
- Institute of Health and Wellbeing, University of Glasgow, Glasgow, United Kingdom
| | - Paul Welsh
- School of Cardiovascular and Metabolic Health, University of Glasgow, Glasgow, United Kingdom
| | - Cindy M. Gray
- Institute of Health and Wellbeing, University of Glasgow, Glasgow, United Kingdom
| | - Jason M. R. Gill
- School of Cardiovascular and Metabolic Health, University of Glasgow, Glasgow, United Kingdom
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Duren M, Corrigan B, Ehsani J, Kennedy RD, Pollack Porter K. Individual and environmental bicycling determinants during a pandemic. JOURNAL OF TRANSPORT & HEALTH 2023; 31:101632. [PMID: 37304835 PMCID: PMC10247188 DOI: 10.1016/j.jth.2023.101632] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [Abstract] [Key Words] [Track Full Text] [Figures] [Subscribe] [Scholar Register] [Received: 03/26/2023] [Revised: 05/13/2023] [Accepted: 05/24/2023] [Indexed: 06/13/2023]
Abstract
Introduction Research has identified many factors associated with bicycling, but little is known on their relative influence for an individual's decision to bicycle or what led to the surge in bicycling during the COVID-19 pandemic in the U.S. Methods Our research leverages a sample of 6735 U.S. adults to identify key predictors and their relative influence on both increased bicycling during the pandemic and on whether an individual commutes by bicycle. LASSO regression models identified a reduced set of predictors for the outcomes of interest from 55 determinants included in the modeling. Results We find individual and environmental factors have a role in explaining the shift towards bicycling-with key differences in predictors for increased overall cycling during the pandemic compared to bicycle commuting. Conclusions Our findings add to the evidence base that policies can impact bicycling behavior. Specifically, increasing e-bike accessibility and limiting residential streets to local traffic are two policies that show promise for encouraging bicycling.
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Affiliation(s)
- Michelle Duren
- Johns Hopkins Bloomberg School of Public Health, 615 N Wolfe St, Baltimore, MD, 21205, United States
| | - Bryce Corrigan
- Johns Hopkins Krieger School of Arts and Sciences, 3400 N Charles St, Baltimore, MD, 21218, United States
| | - Johnathon Ehsani
- Johns Hopkins Bloomberg School of Public Health, 615 N Wolfe St, Baltimore, MD, 21205, United States
| | - Ryan David Kennedy
- Johns Hopkins Bloomberg School of Public Health, 615 N Wolfe St, Baltimore, MD, 21205, United States
| | - Keshia Pollack Porter
- Johns Hopkins Bloomberg School of Public Health, 615 N Wolfe St, Baltimore, MD, 21205, United States
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Willberg E, Poom A, Helle J, Toivonen T. Cyclists' exposure to air pollution, noise, and greenery: a population-level spatial analysis approach. Int J Health Geogr 2023; 22:5. [PMID: 36765331 PMCID: PMC9921333 DOI: 10.1186/s12942-023-00326-7] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [Abstract] [Key Words] [Track Full Text] [Figures] [Journal Information] [Subscribe] [Scholar Register] [Received: 10/18/2022] [Accepted: 01/28/2023] [Indexed: 02/12/2023] Open
Abstract
Urban travel exposes people to a range of environmental qualities with significant health and wellbeing impacts. Nevertheless, the understanding of travel-related environmental exposure has remained limited. Here, we present a novel approach for population-level assessment of multiple environmental exposure for active travel. It enables analyses of (1) urban scale exposure variation, (2) alternative routes' potential to improve exposure levels per exposure type, and (3) by combining multiple exposures. We demonstrate the approach's feasibility by analysing cyclists' air pollution, noise, and greenery exposure in Helsinki, Finland. We apply an in-house developed route-planning and exposure assessment software and integrate to the analysis 3.1 million cycling trips from the local bike-sharing system. We show that especially noise exposure from cycling exceeds healthy thresholds, but that cyclists can influence their exposure by route choice. The proposed approach enables planners and individual citizens to identify (un)healthy travel environments from the exposure perspective, and to compare areas in respect to how well their environmental quality supports active travel. Transferable open tools and data further support the implementation of the approach in other cities.
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Affiliation(s)
- Elias Willberg
- Digital Geography Lab, Faculty of Science, University of Helsinki, Helsinki, Finland. .,Helsinki Institute of Sustainability Science, Institute of Urban and Regional Studies, University of Helsinki, Helsinki, Finland.
| | - Age Poom
- grid.7737.40000 0004 0410 2071Digital Geography Lab, Faculty of Science, University of Helsinki, Helsinki, Finland ,grid.10939.320000 0001 0943 7661Mobility Lab, Department of Geography, University of Tartu, Tartu, Estonia ,grid.7737.40000 0004 0410 2071Helsinki Institute of Sustainability Science, Institute of Urban and Regional Studies, University of Helsinki, Helsinki, Finland
| | - Joose Helle
- grid.7737.40000 0004 0410 2071Digital Geography Lab, Faculty of Science, University of Helsinki, Helsinki, Finland
| | - Tuuli Toivonen
- grid.7737.40000 0004 0410 2071Digital Geography Lab, Faculty of Science, University of Helsinki, Helsinki, Finland ,grid.7737.40000 0004 0410 2071Helsinki Institute of Sustainability Science, Institute of Urban and Regional Studies, University of Helsinki, Helsinki, Finland
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Zhou B, Xiong Q, Li P, Wang LE, Yu H, Jin J. Factors influencing tourists' shared bicycle loyalty in Hangzhou, China. Front Psychol 2022; 13:1023308. [PMID: 36353075 PMCID: PMC9637931 DOI: 10.3389/fpsyg.2022.1023308] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [Abstract] [Key Words] [Grants] [Track Full Text] [Figures] [Journal Information] [Subscribe] [Scholar Register] [Received: 08/19/2022] [Accepted: 10/06/2022] [Indexed: 09/08/2024] Open
Abstract
Focusing on Hangzhou, a famous tourist city in China, in this study, four regression models were constructed through four items of tourist loyalty to investigate the influence of tourist perceptions and characteristics on male and female tourist loyalty to shared bicycles. A questionnaire survey and ordered logistic regression model techniques were used. Survey data from 467 tourists indicated that there were significant differences between male and female tourists. For male tourists, their willingness to reuse shared bicycles (Models 1 and 2) was positively correlated with ease of access to cycles, environmental awareness, psychological benefit, and management provision; however, their willingness to recommend shared bicycles (Models 3 and 4) was only affected by environmental awareness, psychological benefit, and management provision. Among female tourists, willingness to reuse shared bicycles (Models 1 and 2) was affected by ease of access to cycles, environmental awareness, and rule adherence, while their willingness to recommend shared bicycles (Models 3 and 4) was affected by ease of access to cycles, environmental awareness, psychological benefit, and managerial provision. In addition, female tourists' socio-demographic and behavioral characteristics had a significant impact on their loyalty, among which length of stay in Hangzhou and education were significant in the four regression models, and number of visits to Hangzhou had a positive impact on female tourists' willingness to reuse (Models 1 and 2). In addition, female tourists who used Hellobike had higher willingness to reuse and recommend than those who used Mobike. For male tourists, only length of stay in Hangzhou had a significant impact on their reuse intention (Model 2). The current study extends the theory of attribution to explore the factors which may affect tourist's loyalty to bicycle-sharing from the perspectives of tourists' perceptions. It will provide further support to decision makers in the development of new shared-bicycle systems at Chinese tourist destinations, with the aim of strengthening tourist loyalty to shared-bicycle programs.
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Affiliation(s)
- Bin Zhou
- Marine Economic Research Center, Donghai Academy/Yangtze River Delta Ecological Civilization Research Center/Department of Tourism, Ningbo University, Ningbo, China
| | - Qihao Xiong
- Marine Economic Research Center, Donghai Academy/Yangtze River Delta Ecological Civilization Research Center/Department of Tourism, Ningbo University, Ningbo, China
| | - Ping Li
- HNU-ASU Joint International Tourism College, Hainan University, Haikou, China
| | - Ling-en Wang
- Institute of Geographic Sciences and Natural Resources, Chinese Academy of Sciences (CAS), Beijing, China
| | - Hu Yu
- Institute of Geographic Sciences and Natural Resources, Chinese Academy of Sciences (CAS), Beijing, China
| | - Jianying Jin
- College of Tourism, Universitat de les Illes Balears (UIB), Mallorca, Spain
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Li B, Liu Q, Wang T, He H, Peng Y, Feng T. Analysis of Urban Built Environment Impacts on Outdoor Physical Activities-A Case Study in China. Front Public Health 2022; 10:861456. [PMID: 35480593 PMCID: PMC9037378 DOI: 10.3389/fpubh.2022.861456] [Citation(s) in RCA: 2] [Impact Index Per Article: 1.0] [Reference Citation Analysis] [Abstract] [Key Words] [Track Full Text] [Download PDF] [Figures] [Journal Information] [Subscribe] [Scholar Register] [Received: 01/24/2022] [Accepted: 02/22/2022] [Indexed: 01/05/2023] Open
Abstract
Outdoor physical activities can promote public health and they are largely influenced by the built environment in different urban settings. Understanding the association between outdoor physical activities and the built environment is important for promoting a high quality of life. Existing studies typically focus on one type of outdoor activity using interview-based small samples and are often lack of systematic understanding of the activities' intensity and frequency. In this study, we intend to gain deeper insight into how the built environment influences physical activities using the data extracted from individual's wearables and other open data sources for integrated analysis. Multi-linear regression with logarithm transformation is applied to perform the analysis using the data from Changsha, China. We found that built environment impacts on outdoor physical activities in Changsha are not always consistent with similar studies' results in other cities. The most effective measures to promote outdoor physical activities are the provision of good arterial and secondary road networks, community parks, among others in Changsha. The results shed light on future urban planning practices in terms of promoting public health.
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Affiliation(s)
- Bo Li
- School of Architecture and Art, Central South University, Changsha, China
| | - Qiuhong Liu
- School of Architecture and Art, Central South University, Changsha, China
| | - Tong Wang
- Management of the Built Environment Department, Architecture and the Built Environment Faculty, Delft University of Technology, Delft, Netherlands
| | - He He
- School of Architecture and Art, Central South University, Changsha, China
| | - You Peng
- Urban Planning and Transportation, Department of the Built Environment, Eindhoven University of Technology, Eindhoven, Netherlands
| | - Tao Feng
- Graduate School of Advanced Science and Engineering, Hiroshima University, Higashi-Hiroshima, Japan
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Chen LT, Hsu YW. Socio-Ecological Predictors of Frequent Bike Share Trips: Do Purposes Matter? INTERNATIONAL JOURNAL OF ENVIRONMENTAL RESEARCH AND PUBLIC HEALTH 2020; 17:E7640. [PMID: 33092087 PMCID: PMC7589542 DOI: 10.3390/ijerph17207640] [Citation(s) in RCA: 1] [Impact Index Per Article: 0.3] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Download PDF] [Figures] [Subscribe] [Scholar Register] [Received: 08/23/2020] [Revised: 10/09/2020] [Accepted: 10/13/2020] [Indexed: 11/16/2022]
Abstract
Using bike share could increase physical activity and improve health. This study used the social-ecological model to identify predictors of frequent bike share trips for different purposes. Participants residing in the U.S. were recruited via Amazon Mechanical Turk (MTurk). Self-report trip purposes were used to group participants into using bike share for commuting only (n = 260), social/entertainment only (n = 313), exercise only (n = 358), dual or triple-purpose (n = 501), and purposes other than commuting, social/entertainment, and exercise (n = 279). Results showed that at the intrapersonal level, perceived use of bike share to be helpful for increasing physical activity was a significant predictor for all groups, except for the other purpose group. Adjusting outdoor activity based on air quality was a significant predictor for the dual or triple-purpose group. At the interpersonal level, having four or more friends/family using bike share was a significant predictor for the other purpose group. At the community level, distance to the nearest bike share within acceptable range was a significant predictor for social/entertainment and dual or triple-purpose groups. The findings suggest that it is important to consider factors at multiple levels for predicting bike share usage. Moreover, health educators and policy makers should adopt different strategies for promoting bike share usage based on trip purposes.
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Affiliation(s)
- Li-Ting Chen
- Counseling and Educational Psychology, College of Education, University of Nevada, Reno, NV 89557, USA;
| | - Ya-Wen Hsu
- Department of Hospital and Health Care Administration, Chia Nan University of Pharmacy and Science, Tainan 71710, Taiwan
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Abstract
Research on the adoption of the bicycle as a means of transport has been booming in high-income countries. However, little is known about bicycle adoption in lower-income countries where air pollution is high and cycling infrastructure is poor. Understanding the drivers of cycling adoption in developing economies can increase the efficiency of transport policies while reducing local air pollution, improving health, and cutting greenhouse gas emissions. The objective of this study is to identify the factors affecting cycling uptake in a low-income country using the city of Bishkek in Kyrgyzstan as a case study. The analysis is based on the Theory of Planned Behavior, a questionnaire-based survey of 900 respondents, factor analysis, and a logit model. In contrast to studies carried out in developed countries, this study finds that students are less likely to adopt cycling than other population groups. Other findings suggest that support for public transport, a desire for regular exercise and perceptions of the environmental benefits of cycling increase the probability of the use of cycling as a mode of transport in a low-income country. The paper also identifies positive and negative perceptions of cycling among cyclists and non-cyclists.
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8
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Using Multivariate Statistical Methods to Analyze High-Quality Bicycle Path Service Systems: A Case Study of Popular Bicycle Paths in Taiwan. SUSTAINABILITY 2020. [DOI: 10.3390/su12177185] [Citation(s) in RCA: 3] [Impact Index Per Article: 0.8] [Reference Citation Analysis] [Abstract] [Track Full Text] [Subscribe] [Scholar Register] [Indexed: 11/16/2022]
Abstract
Taiwan has promoted bicycle tourism for nearly 20 years, and the bicycle paths it has constructed throughout the island are diverse in design. In the present study, an evaluation scale for bicycle path sightseeing potential was devised with a focus on the overall service quality of the paths; 30 popular bicycle paths were analyzed using a field survey, with expert consultation on quantitative indicators, and a qualitative analysis entailing interviews with people regarding the bicycle paths. A multivariate statistical analysis was performed on the quality of the service systems for these paths. The results revealed that the quality of these service systems is influenced by four principal components, namely, landscape attractiveness, image management, bicycle-specific paths, and accessibility, for a total explanatory power of 76.21%; the individual explanatory power of these components was 25.89%, 21.49%, 16.81%, and 12.03%, respectively. Bicycle path conditions, service maintenance, and cleanliness and bicycle specificity are required for future high-quality bicycle paths; diverse bicycle rental services and bicycle types, entrance visibility, and ecological introduction boards along paths are value-added factors to bicycle path quality.
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9
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Yang Q, Gao P, Mu M, Tao X, He J, Wu F, Guo S, Qian Z, Song C. [Phagocytosis of alveolar macrophages is suppressed in a mouse model of lipopolysaccharide-induced acute lung injury]. NAN FANG YI KE DA XUE XUE BAO = JOURNAL OF SOUTHERN MEDICAL UNIVERSITY 2020; 40:376-381. [PMID: 32376590 DOI: 10.12122/j.issn.1673-4254.2020.03.15] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [Abstract] [Key Words] [Subscribe] [Scholar Register] [Indexed: 11/24/2022]
Abstract
OBJECTIVE To investigate the changes in phagocytic function of alveolar macrophages (AMs) in mice with lipopolysaccharide (LPS)-induced acute lung injury (ALI) and explore the possible mechanism. METHODS Kunming mice were randomly divided into normal control group and ALI (induced by LPS instillation in the airway) model group. AMs were obtained from bronchoalveolar lavage fluid in both groups, and phagocytosis of the AMs was observed using flow cytometry and fluorescence microscopy. Western blotting and ELISA were used to detect the expression and secretion of IL-33 in the lung tissue of the mice. We also detected the secretion of IL-33 by an alveolar epithelial cell line MLE-12 in response to stimulation with different concentrations of LPS. The AMs from the normal control mice were treated with different concentrations of LPS and IL-33, and the changes in the phagocytic activity of the cells were observed. RESULTS Compared with those in normal control group, the percentage of AMs phagocytosing fluorescent microspheres was significantly decreased, and the expression of IL-33 in lung tissue and IL-33 level in the bronchoalveolar lavage fluid were significantly increased in ALI mice (P < 0.01). LPS (100-1000 ng/mL) obviously promoted the secretion of IL-33 in cultured MLE-12 cells (P < 0.01). Both LPS (10-500 ng/mL) and IL-33 (100 ng/mL) significantly inhibited the phagocytic activity of the AMs from normal control mice (P < 0.01). CONCLUSIONS The phagocytic activity of AMs is weakened in ALI mice possibly due to direct LPS stimulation and the inhibitory effect of the alarmin IL-33 produced by LPS-stimulated alveolar epithelial cells.
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Affiliation(s)
- Qian Yang
- Department of Immunology, School of Laboratory Medicine, Bengbu Medical College; Anhui Provincial Key Laboratory of Infection and Immunity, Bengbu 233030, China
| | - Peiyu Gao
- Department of Immunology, School of Laboratory Medicine, Bengbu Medical College; Anhui Provincial Key Laboratory of Infection and Immunity, Bengbu 233030, China
| | - Mimi Mu
- Department of Immunology, School of Laboratory Medicine, Bengbu Medical College; Anhui Provincial Key Laboratory of Infection and Immunity, Bengbu 233030, China
| | - Xiangnan Tao
- Department of Clinical Laboratory, Second Affiliated Hospital of Bengbu Medical College, Bengbu 233040, China
| | - Jing He
- Department of Immunology, School of Laboratory Medicine, Bengbu Medical College; Anhui Provincial Key Laboratory of Infection and Immunity, Bengbu 233030, China
| | - Fengjiao Wu
- Department of Immunology, School of Laboratory Medicine, Bengbu Medical College; Anhui Provincial Key Laboratory of Infection and Immunity, Bengbu 233030, China
| | - Shujun Guo
- Department of Immunology, School of Laboratory Medicine, Bengbu Medical College; Anhui Provincial Key Laboratory of Infection and Immunity, Bengbu 233030, China
| | - Zhongqing Qian
- Department of Immunology, School of Laboratory Medicine, Bengbu Medical College; Anhui Provincial Key Laboratory of Infection and Immunity, Bengbu 233030, China
| | - Chuanwang Song
- Department of Immunology, School of Laboratory Medicine, Bengbu Medical College; Anhui Provincial Key Laboratory of Infection and Immunity, Bengbu 233030, China
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Why Don’t People Ride Bicycles in High-Income Developing Countries, and Can Bike-Sharing Be the Solution? The Case of Qatar. SUSTAINABILITY 2020. [DOI: 10.3390/su12041693] [Citation(s) in RCA: 31] [Impact Index Per Article: 7.8] [Reference Citation Analysis] [Abstract] [Track Full Text] [Subscribe] [Scholar Register] [Indexed: 11/16/2022]
Abstract
Although cycling is increasing in developed regions, such as Europe and North America, high-income developing countries in the Arabian Gulf region still have low cycling activities. Limited research has investigated the barriers to cycling in these countries. In this study, the barriers and motivators in Qatar, a high-income developing country, were investigated. Respondents were asked to report their bicycle usage during the last 12 months. The results indicated that approximately 15% used a bicycle during this period, but only 1.7% bicycled for transportation purposes. The analysis revealed the different barriers to cycling and their relative strengths. The study also compared the perceived challenges of cycling between males and females. The questionnaire results indicated that both groups considered the issues related to the weather conditions, bicycle ownership, lack of paths or connections, and driver behavior as important barriers to cycling. However, the female participants identified clothing, parental consent, and cultural and societal pressure as far more important. When asked about motivators for cycling, the results revealed that improving intersections, adding additional infrastructure facilities, planting trees for shading, affordable bicycles, and campaigns targeting potential cyclists and drivers are needed in order to increase cycling. To better understand how bike-sharing will be perceived if implemented in the future, the feedback was obtained from the participants, and their opinions indicated that there is a great deal of acceptance for this type of service. The outcome of this study can be of benefit to public agencies in developing countries that have the goal of increasing cycling use among their populations.
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Health Literacy and Active Transport in Austria: Results from a Rural Setting. INTERNATIONAL JOURNAL OF ENVIRONMENTAL RESEARCH AND PUBLIC HEALTH 2020; 17:ijerph17041404. [PMID: 32098147 PMCID: PMC7068285 DOI: 10.3390/ijerph17041404] [Citation(s) in RCA: 4] [Impact Index Per Article: 1.0] [Reference Citation Analysis] [Abstract] [Key Words] [Track Full Text] [Download PDF] [Subscribe] [Scholar Register] [Received: 12/20/2019] [Revised: 02/11/2020] [Accepted: 02/17/2020] [Indexed: 11/17/2022]
Abstract
Health literacy (HL) has been determined for the general population and for subgroups, though the relationship between HL and active transport in rural areas was not explored. The aim of our study is to investigate HL among citizens in an Austrian rural region and to explore the associations between HL and active transport. This cross-sectional telephone survey included 288 adults (171 women) with a mean age of 57.8 (SD 0.9). HL was assessed using the HLS-EU-Q16 questionnaire. Active transport was measured as the minutes per week spent on walking or cycling from A to B. After descriptive analysis, the association between HL and active transport was assessed using linear regression models. The mean HL score for all participants was 37.1 (SD 7.7). Among all subjects, 6.9% showed inadequate HL, 25.7% problematic HL, 38.9% sufficient HL, and 28.5% excellent HL. HL was significantly higher among citizens with high education (p = 0.04) and training/employment in healthcare (p = 0.001). Active transport was not associated with HL (p = 0.281). Active transport in rural areas might be influenced by other predictors like distance to work, street connectivity, and accessible facilities for walking and biking. This needs to be explored further for rural areas.
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12
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Impact of the Built Environment and Bicycling Psychological Factors on the Acceptable Bicycling Distance of Rural Residents. SUSTAINABILITY 2019. [DOI: 10.3390/su11164404] [Citation(s) in RCA: 7] [Impact Index Per Article: 1.4] [Reference Citation Analysis] [Abstract] [Track Full Text] [Subscribe] [Scholar Register] [Indexed: 01/13/2023]
Abstract
The ability to understand bicycling behavior in China’s rural areas is critical in constructing an improved, sustainable, countryside amid the rapid urbanization in the country. This study analyzes the influence of individual bicycling psychology, objective, and perceived built environment on the acceptable bicycling distance of rural residents. This research is conducted by controlling for the socio-demographic characteristics of the residents on the bases of a face-to-face questionnaire survey and an on-site measurement. Exploratory factor analysis shows three attitudinal common factors on bicycling infrastructure, namely, bicycling ancillary facilities, bicycle lane conditions, and safety, and two bicycling motivation factors, namely, convenience and other motivations. Multiple linear regression was estimated and results of the models were consistent. Individual bicycling psychology and built environment factors significantly influence the acceptable bicycling distance of rural residents. The socio-demographic variables insignificantly influence the acceptable bicycling distance, which is inconsistent with the existing literature. The research results provide a broad empirical base for the complex relationships among individual bicycling psychological factors, objective and perceived built environment, and bicycling behavior. This study presents the first research on bicycling in Chinese rural areas and provides guidance for the development of effective countermeasures in constructing ecovillages.
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Barriers to Implementing Pro-Cycling Policies: A Case Study of Hamburg. SUSTAINABILITY 2018. [DOI: 10.3390/su10114196] [Citation(s) in RCA: 8] [Impact Index Per Article: 1.3] [Reference Citation Analysis] [Abstract] [Track Full Text] [Subscribe] [Scholar Register] [Indexed: 11/17/2022]
Abstract
Cycling is gaining increasing attention as a convenient, environmentally friendly, and fitness-improving mode of transport. While many policy interventions have been made to promote cycling, not enough research has focused on the barriers to implementing pro-cycling policies. For effective policy implementation, identifying major barriers and removing them is critical. This study took an in-depth look at Hamburg which started a major cycling promotion in 2008. According to expert interviews and literature surveys, the author found that the major barriers are physical, political and institutional, and social and cultural. Specifically, the city lacks enough physical space, political support, and the evaluation of travel behavior and demand. Also, some private stakeholders are reluctant to give up on-street car parking space for cycling lanes, and the negotiation process is difficult and time-consuming. To overcome these barriers, Hamburg requires cycling-oriented urban design, a strategic and integrated cycling action plan, strong political support, and target group-oriented communication.
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14
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Exploring Antecedents of Green Tourism Behaviors: A Case Study in Suburban Areas of Taipei, Taiwan. SUSTAINABILITY 2018. [DOI: 10.3390/su10061928] [Citation(s) in RCA: 8] [Impact Index Per Article: 1.3] [Reference Citation Analysis] [Track Full Text] [Subscribe] [Scholar Register] [Indexed: 11/16/2022]
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15
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Yang L, Hu L, Hipp JA, Imm KR, Schutte R, Stubbs B, Colditz GA, Smith L. Cross-sectional associations of active transport, employment status and objectively measured physical activity: analyses from the National Health and Nutrition Examination Survey. J Epidemiol Community Health 2018; 72:764-769. [PMID: 29730607 PMCID: PMC6086741 DOI: 10.1136/jech-2017-210265] [Citation(s) in RCA: 11] [Impact Index Per Article: 1.8] [Reference Citation Analysis] [Abstract] [Key Words] [Track Full Text] [Download PDF] [Journal Information] [Subscribe] [Scholar Register] [Received: 11/15/2017] [Revised: 03/16/2018] [Accepted: 04/19/2018] [Indexed: 11/20/2022]
Abstract
Background To investigate associations between active transport, employment status and objectively measured moderate-to-vigorous physical activity (MVPA) in a representative sample of US adults. Methods Cross-sectional analyses of data from the National Health and Nutrition Examination Survey. A total of 5180 adults (50.2 years old, 49.0% men) were classified by levels of active transportation and employment status. Outcome measure was weekly time spent in MVPA as recorded by the Actigraph accelerometer. Associations between active transport, employment status and objectively measured MVPA were examined using multivariable linear regression models adjusted for age, BMI, race and ethnicity, education level, marital status, smoking status, working hour duration (among the employed only), and self-reported leisure time physical activity. Results Patterns of active transport were similar between the employed (n=2,897) and unemployed (n=2,283), such that 76.0% employed and 77.5% unemployed engaged in no active transport. For employed adults, those engaging in high levels of active transport (≥90 min/week) had higher amount of MVPA than those who did not engage in active transport. This translated to 40.8 (95% CI: 15.7, 65.9) additional minutes MVPA per week in men and 57.9 (95% CI: 32.1, 83.7) additional minutes MVPA per week in women. Among the unemployed adults, higher levels of active transport were associated with more MVPA among men (44.8 min/week MVPA, 95% CI: 9.2, 80.5), only. Conclusions Findings from the present study support interventions to promote active transport to increase population level physical activity. Additional strategies are likely required to promote physical activity among unemployed women.
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Affiliation(s)
- Lin Yang
- Department of Epidemiology, Center for Public Health, Medical University of Vienna, Vienna, Austria.,Division of Public Health Sciences, School of Medicine, Washington University, Saint Louis, Missouri, USA
| | - Liang Hu
- Department of Sport Science, Zhejiang University College of Education, Hangzhou, China
| | - J Aaron Hipp
- Center for Geospatial Analytics, Department of Parks, Recreation and Tourism Management, North Carolina State University, Raleigh, North Carolina, USA
| | - Kellie R Imm
- Department of Preventive Medicine, Keck School of Medicine, University of Southern California, Los Angeles, California, USA
| | - Rudolph Schutte
- Department of Medical Science and Public Health, Faculty of Medical Science, Anglia Ruskin University, Chelmsford, UK
| | - Brendon Stubbs
- Physiotherapy Department, South London and Maudsley NHS Foundation Trust, London, UK.,Health Service and Population Research Department, Institute of Psychiatry, Psychology and Neuroscience, King's College London, London, UK.,Faculty of Health, Social Care and Education, Anglia Ruskin University, Chelmsford, UK
| | - Graham A Colditz
- Division of Public Health Sciences, School of Medicine, Washington University, Saint Louis, Missouri, USA
| | - Lee Smith
- Faculty of Science and Technology, Sports and Exercise Sciences, Anglia Ruskin University, Cambridge, UK
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Bopp M, Sims D, Vairo N, Hentz-Leister E. Examining Capacity and Functioning of Bicycle Coalitions: A Descriptive Study. Front Public Health 2017; 5:296. [PMID: 29167788 PMCID: PMC5682310 DOI: 10.3389/fpubh.2017.00296] [Citation(s) in RCA: 5] [Impact Index Per Article: 0.7] [Reference Citation Analysis] [Abstract] [Key Words] [Track Full Text] [Download PDF] [Journal Information] [Subscribe] [Scholar Register] [Received: 07/31/2017] [Accepted: 10/25/2017] [Indexed: 11/13/2022] Open
Abstract
Background Bicycle coalitions represent a strong partner in creating bike-friendly communities through advocacy for physical infrastructure, encouragement for biking, or education about safety. Despite their versatility, little is known about their functioning. Therefore, the purpose of this study was to examine capacity, strengths, and weaknesses of these organizations. Methods Bicycle coalitions/advocacy groups from English-speaking countries were recruited to take part in an online survey via email invitation. The survey addressed basic information about the coalition (community demographics, location), leadership, communication strategies, coalition priorities, barriers to programming/activities, and partners. Results Coalitions (n = 56) from four countries completed the survey. Most coalitions operated as a non-profit (n = 44, 95.7%), 45% (n = 21) have paid staff as leaders, while 37% (n = 17) have volunteers as leaders. The following skills were represented in coalitions’ leadership: fundraising (n = 31, 53.4%), event planning (n = 31, 53.4%), urban planning (n = 26, 44%), and policy/legislation expertise (n = 26, 44.8%). Education (n = 26, 63.4%) and encouragement (n = 25, 61.6%) were viewed as top priorities and the safety of bicyclists (n = 21, 46.7%) and advocacy for infrastructure and policy (n = 22, 48.9%) is the focus of most activities. A lack of financial resources (n = 36, 81.8%) and capable personnel (n = 25, 56.8%) were significant barriers to offering programming in the community and that the availability of grants to address issues (n = 38, 86.4%) would be the top motivator for improvements. Conclusion Bike coalitions represent a critical partner in creating activity-friendly environments and understanding their capacity allows for creating skill/capacity building intervention programs, development of effective toolkits and fostering strong collaborations to address physical inactivity.
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Affiliation(s)
- Melissa Bopp
- Department of Kinesiology, Pennsylvania State University, University Park, PA, United States
| | - Dangaia Sims
- Department of Kinesiology, Pennsylvania State University, University Park, PA, United States
| | - Nicole Vairo
- Department of Kinesiology, Pennsylvania State University, University Park, PA, United States
| | - Emily Hentz-Leister
- Department of Kinesiology, Pennsylvania State University, University Park, PA, United States
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Chen C, Anderson JC, Wang H, Wang Y, Vogt R, Hernandez S. How bicycle level of traffic stress correlate with reported cyclist accidents injury severities: A geospatial and mixed logit analysis. ACCIDENT; ANALYSIS AND PREVENTION 2017; 108:234-244. [PMID: 28917096 DOI: 10.1016/j.aap.2017.09.001] [Citation(s) in RCA: 13] [Impact Index Per Article: 1.9] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 05/01/2017] [Revised: 07/24/2017] [Accepted: 09/01/2017] [Indexed: 05/23/2023]
Abstract
Transportation agencies need efficient methods to determine how to reduce bicycle accidents while promoting cycling activities and prioritizing safety improvement investments. Many studies have used standalone methods, such as level of traffic stress (LTS) and bicycle level of service (BLOS), to better understand bicycle mode share and network connectivity for a region. However, in most cases, other studies rely on crash severity models to explain what variables contribute to the severity of bicycle related crashes. This research uniquely correlates bicycle LTS with reported bicycle crash locations for four cities in New Hampshire through geospatial mapping. LTS measurements and crash locations are compared visually using a GIS framework. Next, a bicycle injury severity model, that incorporates LTS measurements, is created through a mixed logit modeling framework. Results of the visual analysis show some geospatial correlation between higher LTS roads and "Injury" type bicycle crashes. It was determined, statistically, that LTS has an effect on the severity level of bicycle crashes and high LTS can have varying effects on severity outcome. However, it is recommended that further analyses be conducted to better understand the statistical significance and effect of LTS on injury severity. As such, this research will validate the use of LTS as a proxy for safety risk regardless of the recorded bicycle crash history. This research will help identify the clustering patterns of bicycle crashes on high-risk corridors and, therefore, assist with bicycle route planning and policy making. This paper also suggests low-cost countermeasures or treatments that can be implemented to address high-risk areas. Specifically, with the goal of providing safer routes for cyclists, such countermeasures or treatments have the potential to substantially reduce the number of fatalities and severe injuries.
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Affiliation(s)
- Chen Chen
- School of Civil and Construction Engineering, Oregon State University, Corvallis, OR 97331, United States.
| | - Jason C Anderson
- School of Civil and Construction Engineering, Oregon State University, Corvallis, OR 97331, United States.
| | - Haizhong Wang
- School of Civil and Construction Engineering, Oregon State University, Corvallis, OR 97331, United States.
| | - Yinhai Wang
- Department of Civil and Environmental Engineering, University of Washington Seattle, Seattle, WA, United States.
| | - Rachel Vogt
- School of Civil and Construction Engineering, Oregon State University, Corvallis, OR 97331, United States.
| | - Salvador Hernandez
- School of Civil and Construction Engineering, Oregon State University, Corvallis, OR 97331, United States.
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Avila-Palencia I, de Nazelle A, Cole-Hunter T, Donaire-Gonzalez D, Jerrett M, Rodriguez DA, Nieuwenhuijsen MJ. The relationship between bicycle commuting and perceived stress: a cross-sectional study. BMJ Open 2017; 7:e013542. [PMID: 28645948 PMCID: PMC5541523 DOI: 10.1136/bmjopen-2016-013542] [Citation(s) in RCA: 40] [Impact Index Per Article: 5.7] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Grants] [Track Full Text] [Download PDF] [Journal Information] [Submit a Manuscript] [Subscribe] [Scholar Register] [Received: 07/19/2016] [Revised: 03/29/2017] [Accepted: 04/07/2017] [Indexed: 12/31/2022] Open
Abstract
INTRODUCTION Active commuting - walking and bicycling for travel to and/or from work or educational addresses - may facilitate daily, routine physical activity. Several studies have investigated the relationship between active commuting and commuting stress; however, there are no studies examining the relationship between solely bicycle commuting and perceived stress, or studies that account for environmental determinants of bicycle commuting and stress. The current study evaluated the relationship between bicycle commuting, among working or studying adults in a dense urban setting, and perceived stress. METHODS A cross-sectional study was performed with 788 adults who regularly travelled to work or study locations (excluding those who only commuted on foot) in Barcelona, Spain. Participants responded to a comprehensive telephone survey concerning their travel behaviour from June 2011 through to May 2012. Participants were categorised as either bicycle commuters or non-bicycle commuters, and (based on the Perceived Stress Scale, PSS-4) as either stressed or non-stressed. Multivariate Poisson regression with robust variance models of stress status based on exposures with bicycle commuting were estimated and adjusted for potential confounders. RESULTS Bicycle commuters had significantly lower risk of being stressed than non-bicycle commuters (Relative Risk; RR (95% CI)=0.73 (0.60 to 0.89), p=0.001). Bicycle commuters who bicycled 4 days per week (RR (95% CI)=0.42 (0.24 to 0.73), p=0.002) and those who bicycled 5 or more days per week (RR (95% CI)=0.57 (0.42 to 0.77), p<0.001) had lower risk of being stressed than those who bicycled less than 4 days. This relationship remained statistically significant after adjusting for individual and environmental confounders and when using different cut-offs of perceived stress. CONCLUSIONS Stress reduction may be an important consequence of routine bicycle use and should be considered by decision makers as another potential benefit of its promotion.
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Affiliation(s)
- Ione Avila-Palencia
- ISGlobal, Centre for Research in Environmental Epidemiology (CREAL), Barcelona, Spain
- Department of Experimental and Health Sciences, Universitat Pompeu Fabra (UPF), Barcelona, Spain
- CIBER Epidemiología y Salud Pública (CIBERESP), Barcelona, Spain
| | - Audrey de Nazelle
- Centre for Environmental Policy, Imperial College of London, London, United Kingdom
| | - Tom Cole-Hunter
- Department of Environmental and Radiological Health Sciences, Colorado State University, Fort Collins, Colorado, USA
| | - David Donaire-Gonzalez
- ISGlobal, Centre for Research in Environmental Epidemiology (CREAL), Barcelona, Spain
- CIBER Epidemiología y Salud Pública (CIBERESP), Barcelona, Spain
- Physical Activity and Sports Sciences Department, Fundació Blanquerna, Ramon Llull University, Barcelona, Spain
| | - Michael Jerrett
- Department of Environmental Health Sciences, University of California, Los Angeles, California, USA
| | - Daniel A Rodriguez
- Department of City and Regional Planning, University of California, Berkeley, California, USA
| | - Mark J Nieuwenhuijsen
- ISGlobal, Centre for Research in Environmental Epidemiology (CREAL), Barcelona, Spain
- Department of Experimental and Health Sciences, Universitat Pompeu Fabra (UPF), Barcelona, Spain
- CIBER Epidemiología y Salud Pública (CIBERESP), Barcelona, Spain
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Individual, Social, and Environmental Correlates of Active Transportation Patterns in French Women. BIOMED RESEARCH INTERNATIONAL 2017; 2017:9069730. [PMID: 28717653 PMCID: PMC5498903 DOI: 10.1155/2017/9069730] [Citation(s) in RCA: 4] [Impact Index Per Article: 0.6] [Reference Citation Analysis] [Abstract] [Track Full Text] [Download PDF] [Subscribe] [Scholar Register] [Received: 01/20/2017] [Revised: 05/04/2017] [Accepted: 05/23/2017] [Indexed: 11/21/2022]
Abstract
The objectives were (1) to define physical activity (PA) and sedentary behaviors (SB) patterns in daily life contexts (work, leisure, and transportation) in French working women from NutriNet-Santé web-cohort and (2) to identify pattern(s) of active transportation and their individual, social, and environmental correlates. 23,432 participants completed two questionnaires to evaluate PA and SB in daily life contexts and individual representations of residential neighborhood and transportation modes. Hierarchical cluster analysis was performed which identified 6 distinct movement behavior patterns: (i) active occupation, high sedentary leisure, (ii) sedentary occupation, low leisure, (iii) sedentary transportation, (iv) sedentary occupation and leisure, (v) active transportation, and (vi) active leisure. Multinomial logistic regressions were performed to identify correlates of the “active transportation” cluster. The perceived environmental characteristics positively associated with “active transportation” included “high availability of destinations around home,” “presence of bicycle paths,” and “low traffic.” A “positive image of walking/cycling,” the “individual feeling of being physically active,” and a “high use of active transport modes by relatives/friends” were positively related to “active transportation,” identified as a unique pattern regarding individual and environmental correlates. Identification of PA and SB context-specific patterns will help to understand movement behaviors' complexity and to design interventions to promote active transportation in specific subgroups.
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20
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Associations of commuting to school and work with demographic variables and with weight status in eight European countries: The ENERGY-cross sectional study. Prev Med 2017; 99:305-312. [PMID: 28315759 DOI: 10.1016/j.ypmed.2017.03.005] [Citation(s) in RCA: 19] [Impact Index Per Article: 2.7] [Reference Citation Analysis] [Abstract] [Key Words] [Track Full Text] [Journal Information] [Submit a Manuscript] [Subscribe] [Scholar Register] [Received: 09/22/2016] [Revised: 03/06/2017] [Accepted: 03/11/2017] [Indexed: 11/21/2022]
Abstract
This study aims to assess the prevalence of different modes of commuting to school and work for 10-12year-olds and their parents; to assess the associations with demographic variables (country, sex, parental education and ethnicity) and with weight status in eight European countries. As part of the ENERGY project a cross-sectional survey was conducted in 2010 in which modes of commuting and socio-demographic variables for children (N=7903) and one of their parents (n=6455) were measured by questionnaires. Children's weight and height were objectively measured; parents self-reported their weight and height. Logistic multilevel regression analyses assessed the associations between mode of commuting and overweight. Differences between countries and differences in mode of commuting according to demographic variables were tested using χ2-test and Marascuilo's Post-hoc analysis. There were marked differences between countries, especially regarding cycling to school, which was common in The Netherlands and Norway and rare in Greece and Spain. Demographic variables were associated with mode of commuting in children and parents. Mode of commuting was not associated with being overweight in children, after adjustment for demographic variables. Bicycling to work, but not other modes of commuting, was significantly inversely associated with being overweight among parents (OR=0.74 (95%CI 0.57-0.97)). Interventions targeting active commuting may promote cycling, and should take into account the differences regarding demographic variables.
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21
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Grasser G, van Dyck D, Titze S, Stronegger WJ. A European perspective on GIS-based walkability and active modes of transport. Eur J Public Health 2017; 27:145-151. [PMID: 28013244 DOI: 10.1093/eurpub/ckw118] [Citation(s) in RCA: 11] [Impact Index Per Article: 1.6] [Reference Citation Analysis] [Abstract] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Indexed: 11/12/2022] Open
Abstract
Background The association between GIS-based walkability and walking for transport is considered to be well established in USA and in Australia. Research on the association between walkability and cycling for transport in European cities is lacking. The aim of this study was to test the predictive validity of established walkability measures and to explore alternative walkability measures associated with walking and cycling for transport in a European context. Methods Outcome data were derived from the representative cross-sectional survey ( n  = 843) ‘Radfreundliche Stadt’ of adults in the city of Graz (Austria). GIS-based walkability was measured using both established measures (e.g. gross population density, household unit density, entropy index, three-way intersection density, IPEN walkability index) and alternative measures (e.g. proportion of mixed land use, four-way intersection density, Graz walkability index). ANCOVAs were conducted to examine the adjusted association between walkability measures and outcomes. Results Household unit density, proportion of mixed land use, three-way intersection density and IPEN walkability index were positively associated with walking for transport, but the other measures were not. All walkability measures were positively associated with cycling for transport. Conclusion The established walkability measures were applicable to a European city such as Graz. The alternative walkability measures performed well in a European context. Due to measurement issues the association between these walkability measures and walking for transport needs to be investigated further.
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Affiliation(s)
- Gerlinde Grasser
- Institute of Social Medicine and Epidemiology, Medical University of Graz, Graz, Austria.,Health Management in Tourism, FH JOANNEUM, University of Applied Sciences, Bad Gleichenberg, Austria
| | - Delfien van Dyck
- Department of Movement and Sport Sciences, Faculty of Medicine and Health Sciences, Ghent University, Ghent, Belgium.,Research Foundation Flanders, Brussels, Belgium
| | - Sylvia Titze
- Institute of Sport Science, University of Graz, Graz, Austria
| | - Willibald J Stronegger
- Institute of Social Medicine and Epidemiology, Medical University of Graz, Graz, Austria
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22
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Berntsen S, Malnes L, Langåker A, Bere E. Physical activity when riding an electric assisted bicycle. Int J Behav Nutr Phys Act 2017; 14:55. [PMID: 28446180 PMCID: PMC5406898 DOI: 10.1186/s12966-017-0513-z] [Citation(s) in RCA: 51] [Impact Index Per Article: 7.3] [Reference Citation Analysis] [Abstract] [Key Words] [Track Full Text] [Download PDF] [Figures] [Journal Information] [Subscribe] [Scholar Register] [Received: 09/13/2016] [Accepted: 04/18/2017] [Indexed: 12/20/2022] Open
Abstract
Background The objectives of the present study were to compare time spent cycling, exercise intensity, and time spent in moderate- (MPA) and vigorous intensity physical activity (VPA) when cycling on an E-bike and a conventional bicycle on two “cycling-to-work” routes with differences in topography, defined as a hilly and a flat route. Methods Eight adults (23–54 years, two women) cycled outdoors on a conventional bicycle and an E-bike, on a flat (8.2 km) and a hilly (7.1 km) route, resulting in 32 journeys. Duration, elevation, and oxygen consumption were recorded using a portable oxygen analyser with GPS. A maximal cardiorespiratory fitness test was performed on a cycle ergometer. Resting metabolic rate was obtained by indirect calorimetry with a canopy hood. Results The participants spent less time (median (IQR)) cycling on the E-bike compared with the conventional bicycle, on both the hilly (18.8 (4.9) vs. 26.3 (6.4) minutes) and the flat (20.0 (2.9) vs. 23.8 (1.8) minutes) routes. Lower exercise intensity was observed with the E-bike compared with the conventional bicycle, both on the hilly (50 (18) vs. 60 (22) % of maximal oxygen uptake) and the flat (52 (19) vs. 55 (12) % of maximal oxygen uptake) routes. In both cycling modes, most time was spent in MVPA (92–99%). However, fewer minutes were spent in MVPA with the E-bike than the conventional bicycle, for both the hilly (26% lower) and the flat (17% lower) routes. Cycling on the E-bike also resulted in 35 and 15% fewer minutes in vigorous intensity, respectively on the hilly and flat routes. Conclusion Cycling on the E-bike resulted in lower trip duration and exercise intensity, compared with the conventional bicycle. However, most of the time was spent in MVPA. This suggests that changing the commuting mode from car to E-bike will significantly increase levels of physical activity while commuting.
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Affiliation(s)
- Sveinung Berntsen
- Deparment of Public Health, Sport and Nutrition, University of Agder, Post Box 422, NO-4604, Kristiansand, Norway.
| | - Lena Malnes
- Deparment of Public Health, Sport and Nutrition, University of Agder, Post Box 422, NO-4604, Kristiansand, Norway
| | - Aleksander Langåker
- Deparment of Public Health, Sport and Nutrition, University of Agder, Post Box 422, NO-4604, Kristiansand, Norway
| | - Elling Bere
- Deparment of Public Health, Sport and Nutrition, University of Agder, Post Box 422, NO-4604, Kristiansand, Norway
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Simons D, De Bourdeaudhuij I, Clarys P, De Cocker K, de Geus B, Vandelanotte C, Van Cauwenberg J, Deforche B. Psychosocial and environmental correlates of active and passive transport behaviors in college educated and non-college educated working young adults. PLoS One 2017; 12:e0174263. [PMID: 28319165 PMCID: PMC5358853 DOI: 10.1371/journal.pone.0174263] [Citation(s) in RCA: 17] [Impact Index Per Article: 2.4] [Reference Citation Analysis] [Abstract] [MESH Headings] [Grants] [Track Full Text] [Download PDF] [Figures] [Journal Information] [Subscribe] [Scholar Register] [Received: 07/08/2016] [Accepted: 03/06/2017] [Indexed: 11/19/2022] Open
Abstract
Background This study aimed to examine potential differences in walking, cycling, public transport and passive transport (car/moped/motorcycle) to work and to other destinations between college and non-college educated working young adults. Secondly, we aimed to investigate which psychosocial and environmental factors are associated with the four transport modes and whether these associations differ between college and non-college educated working young adults. Methods In this cross-sectional study, 224 working young adults completed an online questionnaire assessing socio-demographic variables (8 items), psychosocial variables (6 items), environmental variables (10 items) and transport mode (4 types) and duration to work/other destinations. Zero-inflated negative binomial regression models were performed in R. Results A trend (p<0.10) indicated that more college educated compared to non-college educated young adults participated in cycling and public transport. However, another trend indicated that cycle time and public transport trips were longer and passive transport trips were shorter in non-college compared to college educated working young adults. In all working young adults, high self-efficacy towards active transport, and high perceived benefits and low perceived barriers towards active and public transport were related to more active and public transport. High social support/norm/modeling towards active, public and passive transport was related to more active, public and passive transport. High neighborhood walkability was related to more walking and less passive transport. Only in non-college educated working young adults, feeling safe from traffic and crime in their neighborhood was related to more active and public transport and less passive transport. Conclusions Educational levels should be taken into account when promoting healthy transport behaviors in working young adults. Among non-college educated working young adults, focus should be on increasing active and public transport participation and on increasing neighborhood safety to increase active and public transport use. Among college educated working young adults, more minutes of active transport should be encouraged.
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Affiliation(s)
- Dorien Simons
- Unit Health Promotion and Education, Department of Public Health, Faculty of Medicine and Health Sciences, Ghent University, De Pintelaan 185, Ghent, Belgium
- Research unit Physical Activity, Nutrition and Health, Faculty of Physical Education and Physical Therapy, Vrije Universiteit Brussel, Pleinlaan 2, Brussels, Belgium
- Research Foundation Flanders, Egmontstraat 5, Brussels, Belgium
- * E-mail:
| | - Ilse De Bourdeaudhuij
- Department of Movement and Sport Sciences, Faculty of Medicine and Health Sciences, Ghent University, Watersportlaan 2, Ghent, Belgium
| | - Peter Clarys
- Research unit Physical Activity, Nutrition and Health, Faculty of Physical Education and Physical Therapy, Vrije Universiteit Brussel, Pleinlaan 2, Brussels, Belgium
| | - Katrien De Cocker
- Research Foundation Flanders, Egmontstraat 5, Brussels, Belgium
- Department of Movement and Sport Sciences, Faculty of Medicine and Health Sciences, Ghent University, Watersportlaan 2, Ghent, Belgium
| | - Bas de Geus
- Human Physiology Research Group, Faculty of Physical Education and Physical Therapy, Vrije Universiteit Brussel, Pleinlaan 2, Brussels, Belgium
| | - Corneel Vandelanotte
- Central Queensland University, School for Health, Medical and Applied Science, Physical Activity Research Group, Rockhampton QLD, Australia
| | - Jelle Van Cauwenberg
- Unit Health Promotion and Education, Department of Public Health, Faculty of Medicine and Health Sciences, Ghent University, De Pintelaan 185, Ghent, Belgium
- Research Foundation Flanders, Egmontstraat 5, Brussels, Belgium
| | - Benedicte Deforche
- Unit Health Promotion and Education, Department of Public Health, Faculty of Medicine and Health Sciences, Ghent University, De Pintelaan 185, Ghent, Belgium
- Research unit Physical Activity, Nutrition and Health, Faculty of Physical Education and Physical Therapy, Vrije Universiteit Brussel, Pleinlaan 2, Brussels, Belgium
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Buller DB, Dobbinson S, English DR, Wakefield M, Buller MK. Rationale, design, and baseline data of a cross-national randomized trial on the effect of built shade in public parks for sun protection. Contemp Clin Trials 2017; 55:47-55. [PMID: 28185996 DOI: 10.1016/j.cct.2017.02.005] [Citation(s) in RCA: 5] [Impact Index Per Article: 0.7] [Reference Citation Analysis] [Abstract] [Key Words] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Received: 10/17/2016] [Revised: 01/30/2017] [Accepted: 02/04/2017] [Indexed: 02/03/2023]
Abstract
Environments can be structured to reduce solar ultraviolet radiation (UV) exposure to prevent skin cancer. A prospective randomized trial is being conducted to test whether introducing shade sails in passive recreation areas (PRAs) in public parks will increase use and decrease UV exposure in the shaded compared to unshaded PRAs. Shade effects will be compared between Melbourne, Australia and Denver, USA. The trial enrolled 145 public parks with PRAs suitable for shade construction and randomized parks to intervention or control in a 1:3 ratio. Use of PRAs and UV levels were recorded at each park by trained observers during 30-minute periods on four weekend days in each of two summers (pretest and posttest). Shade sails were constructed between the summers. Given low numbers of users at pretest, the outcome measure was modified to use of the PRA (use vs. no use) and unit of analysis to the individual observation. Observations (n=580) occurred on average 29days from the summer solstice and 55min from solar noon in warm weather (mean=26.2°C) with some cloud cover but only slight or no wind. Typically, PRAs had benches and picnic tables and were located near playgrounds. PRAs were in use during 13.3% of observations (mean=0.41 users). UV over 30-minutes at the PRA boundary (mean=3.2 standard erythemal dose [SED]) and center (mean=3.3 SED) was high. Shade for skin cancer prevention has been understudied. This study will address this gap by determining whether purpose-built shade structures promote greater use of shaded areas within public parks.
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Affiliation(s)
| | - Suzanne Dobbinson
- Centre for Behavioural Research in Cancer, Cancer Council Victoria, Melbourne, VIC, Australia
| | - Dallas R English
- Epidemiology and Biostatistics, Melbourne School of Population and Global Health, University of Melbourne, Melbourne, VIC, Australia; Cancer Epidemiology Centre, Cancer Council Victoria, Melbourne, VIC, Australia
| | - Melanie Wakefield
- Centre for Behavioural Research in Cancer, Cancer Council Victoria, Melbourne, VIC, Australia
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Bjørkelund OA, Degerud H, Bere E. Socio-demographic, personal, environmental and behavioral correlates of different modes of transportation to work among Norwegian parents. Arch Public Health 2016; 74:43. [PMID: 27752309 PMCID: PMC5059984 DOI: 10.1186/s13690-016-0155-7] [Citation(s) in RCA: 12] [Impact Index Per Article: 1.5] [Reference Citation Analysis] [Abstract] [Grants] [Track Full Text] [Download PDF] [Journal Information] [Subscribe] [Scholar Register] [Received: 07/20/2016] [Accepted: 09/23/2016] [Indexed: 11/23/2022] Open
Abstract
BACKGROUND Cycling and brisk-walking to work represents an opportunity to incorporate sustainable transport related moderate- to- vigorous physical activity (MVPA) into daily routine among adults, and thus, may make an important contributing to health. Despite the fact that walking and cycling is an option for many commuters and also brings a number of benefits, a considerable proportion of commuters choose to use other means of transport when cycling and walking would be a highly appropriate transport mode. The object of this study was to assess the associations between modes of commuting to the workplace among parental adults; taking socio-demographic, personal, environmental and behavioral factors into account. METHODS Data from a cross- sectional questionnaire were collected from a sample of 709 parents (23 % men and 77 % women) of children aged 10-12 years-old in two Norwegian counties, Hedmark and Telemark. Commuting behavior, socio- demographic determinants, personal and environmental factors were ascertained using questionnaire data from the Fruit and Vegetables Makes the Marks project (FVMM). Multivariate logistic regressions were applied. RESULTS In total, 70 % of adults were categorized as car commuters to and from work, 12 % was categorized as a cyclist and 7 % as a walker. The multivariate analyses showed that active commuters were more likely to have a shorter distance to work and perceived the traffic as more safe. Moreover, those who actively commute to the workplace considered commuting as a way to obtain health benefits and a way to reduce CO2 emissions. Active commuters also considered weather to be an obstacle to active commuting. CONCLUSION In this cross-sectional study of parents living in sub-urban Norway, we found that active commuting to and from the workplace were associated with a shorter distance to work, traffic safety, environmental concern, health benefits and weather condition. In light of these findings, cycling to work seems to be the most appropriate target for interventions and public health campaigns within this population.
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Affiliation(s)
- Oline Anita Bjørkelund
- Department of Public Health, Sport and Nutrition, Faculty of Health and Sport, University of Agder, Service Box 422, 4604 Kristiansand, Norway
- Present address: Department of Health Science and Technology, Physical Activity and Human Performance group - SMI, Faculty of Medicine, Aalborg University, Fredrik Bajers Vej 5 Postbox 159, 9100 Aalborg, Denmark
| | - Hanna Degerud
- Department of Public Health, Sport and Nutrition, Faculty of Health and Sport, University of Agder, Service Box 422, 4604 Kristiansand, Norway
| | - Elling Bere
- Department of Public Health, Sport and Nutrition, Faculty of Health and Sport, University of Agder, Service Box 422, 4604 Kristiansand, Norway
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Curto A, de Nazelle A, Donaire-Gonzalez D, Cole-Hunter T, Garcia-Aymerich J, Martínez D, Anaya E, Rodríguez D, Jerrett M, Nieuwenhuijsen MJ. Private and public modes of bicycle commuting: a perspective on attitude and perception. Eur J Public Health 2016; 26:717-23. [PMID: 26748099 DOI: 10.1093/eurpub/ckv235] [Citation(s) in RCA: 25] [Impact Index Per Article: 3.1] [Reference Citation Analysis] [Abstract] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Indexed: 11/14/2022] Open
Abstract
BACKGROUND Public bicycle-sharing initiatives can act as health enhancement strategies among urban populations. The aim of the study was to determine which attitudes and perceptions of behavioural control toward cycling and a bicycle-sharing system distinguish commuters with a different adherence to bicycle commuting. METHODS The recruitment process was conducted in 40 random points in Barcelona from 2011 to 2012. Subjects completed a telephone-based questionnaire including 27 attitude and perception statements. Based on their most common one-way commute trip and willingness to commute by bicycle, subjects were classified into Private Bicycle (PB), public bicycle or Bicing Bicycle (BB), Willing Non-bicycle (WN) and Non-willing Non-bicycle (NN) commuters. After reducing the survey statements through principal component analysis, a multinomial logistic regression model was obtained to evaluate associations between attitudinal and commuter sub-groups. RESULTS We included 814 adults in the analysis [51.6% female, mean (SD): age 36.6 (10.3) years]. BB commuters were 2.0 times [95% confidence interval (CI) = 1.1-3.7] less likely to perceive bicycle as a quick, flexible and enjoyable mode compared to PB. BB, WN and NN were 2.5 (95% CI = 1.46-4.24), 2.6 (95% CI = 1.53-4.41) and 2.3 times (95% CI = 1.30-4.10) more likely to perceive benefits of using public bicycles (bicycle maintenance and parking avoidance, low cost and no worries about theft and vandalism) than did PB. CONCLUSION Willing non-bicycle and public-bicycle commuters had more favourable perception toward public-shared bicycles compared to private cyclists. Hence, public bicycles may be the impetus for those willing to start bicycle commuting, thereby increasing physical activity levels.
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Affiliation(s)
- A Curto
- 1 ISGlobal, Centre for Research in Environmental Epidemiology (CREAL), Barcelona, Spain 2 Universitat Pompeu Fabra (UPF), Barcelona, Spain 3 CIBER Epidemiología y Salud Pública (CIBERESP), Barcelona, Spain
| | - A de Nazelle
- 4 Centre for Environmental Policy, Imperial College London, London, UK
| | - D Donaire-Gonzalez
- 1 ISGlobal, Centre for Research in Environmental Epidemiology (CREAL), Barcelona, Spain 2 Universitat Pompeu Fabra (UPF), Barcelona, Spain 3 CIBER Epidemiología y Salud Pública (CIBERESP), Barcelona, Spain 5 Physical Activity and Sports Sciences Department, Fundació Blanquerna, Ramon Llull University, Barcelona, Spain
| | - T Cole-Hunter
- 1 ISGlobal, Centre for Research in Environmental Epidemiology (CREAL), Barcelona, Spain 2 Universitat Pompeu Fabra (UPF), Barcelona, Spain 3 CIBER Epidemiología y Salud Pública (CIBERESP), Barcelona, Spain
| | - J Garcia-Aymerich
- 1 ISGlobal, Centre for Research in Environmental Epidemiology (CREAL), Barcelona, Spain 2 Universitat Pompeu Fabra (UPF), Barcelona, Spain 3 CIBER Epidemiología y Salud Pública (CIBERESP), Barcelona, Spain
| | - D Martínez
- 1 ISGlobal, Centre for Research in Environmental Epidemiology (CREAL), Barcelona, Spain 2 Universitat Pompeu Fabra (UPF), Barcelona, Spain 3 CIBER Epidemiología y Salud Pública (CIBERESP), Barcelona, Spain
| | - E Anaya
- 4 Centre for Environmental Policy, Imperial College London, London, UK
| | - D Rodríguez
- 6 Department of City & Regional Planning and Institute for the Environment, University of North Carolina, Chapel Hill, NC, USA
| | - M Jerrett
- 7 Environmental Health Sciences, School of Public Health, University of California, Berkeley, CA, USA
| | - M J Nieuwenhuijsen
- 1 ISGlobal, Centre for Research in Environmental Epidemiology (CREAL), Barcelona, Spain 2 Universitat Pompeu Fabra (UPF), Barcelona, Spain 3 CIBER Epidemiología y Salud Pública (CIBERESP), Barcelona, Spain
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Are residents of high-walkable areas satisfied with their neighbourhood? JOURNAL OF PUBLIC HEALTH-HEIDELBERG 2016; 24:469-476. [PMID: 28936385 PMCID: PMC5566488 DOI: 10.1007/s10389-016-0744-5] [Citation(s) in RCA: 5] [Impact Index Per Article: 0.6] [Reference Citation Analysis] [Abstract] [Key Words] [Track Full Text] [Download PDF] [Subscribe] [Scholar Register] [Received: 01/05/2016] [Accepted: 06/01/2016] [Indexed: 11/02/2022]
Abstract
AIM While the association between walkability and walking for transport has been well established, less is known about the association between walkability and neighbourhood satisfaction. This study aims to examine the direction and strength of the association between objective measures of residential walkability and neighbourhood satisfaction, as well as the differences by sex. SUBJECTS AND METHODS Using a cross-sectional study design, outcome data were derived from the representative cross-sectional survey (n = 843) 'Bicycle-friendly City' of adults in the city of Graz (Austria). Walkability was measured as gross population density, household unit density, entropy index, proportion of mixed land use, three-way intersection density, four-way intersection density and walkability indices. The outcomes were measured as general neighbourhood satisfaction and neighbourhood satisfaction with the general socio-environmental quality, social cohesion and local infrastructure. Logistic regression analyses were conducted, including age, socio-economic status and place of residence. RESULTS Walkability was negatively associated with general neighbourhood satisfaction, neighbourhood satisfaction with general socio-environmental quality and social cohesion. It was positively associated with neighbourhood satisfaction with local infrastructure. Connectivity and the entropy index showed the weakest or no association with the outcomes. The strongest association was between walkability and neighbourhood satisfaction with socio-environmental quality. There were no differences by sex. CONCLUSION These results contribute to the current limited understanding of the association between walkability and neighbourhood satisfaction, especially in a European context. More comparable, longitudinal research would be helpful to determine what impact walkability has on neighbourhood satisfaction and to identify the important mediating factors.
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Heinen E, Panter J, Dalton A, Jones A, Ogilvie D. Sociospatial patterning of the use of new transport infrastructure: Walking, cycling and bus travel on the Cambridgeshire guided busway. JOURNAL OF TRANSPORT & HEALTH 2015; 2:199-211. [PMID: 26207202 PMCID: PMC4504033 DOI: 10.1016/j.jth.2014.10.006] [Citation(s) in RCA: 8] [Impact Index Per Article: 0.9] [Reference Citation Analysis] [Abstract] [Key Words] [Grants] [Track Full Text] [Subscribe] [Scholar Register] [Received: 08/18/2014] [Revised: 10/17/2014] [Accepted: 10/24/2014] [Indexed: 05/20/2023]
Abstract
BACKGROUND New transport infrastructure may help promote active travel, thereby contributing to increasing overall physical activity and population health gain. In 2011 a guided busway with a path for walking and cycling was opened in Cambridgeshire, UK. This paper investigates the predictors of walking, cycling and bus use on the busway. METHODS Cross-sectional analyses of the final questionnaire wave (2012) of the Commuting and Health in Cambridge cohort study following the opening of the busway. Participants were 453 adult commuters who had not moved home or workplace. Busway use was self-reported and proximity calculated using GIS. Separate multivariable logistic regression models were used to assess predictors of walking, cycling and bus use on the busway. RESULTS Exposure to the intervention (proximity: the negative square root of the distance from home to busway in kilometres) increased the odds of use for cycling (OR 2.18; 95% CI 1.58 to 3.00), bus travel (OR 1.53, 95% CI 1.15 to 2.02) and walking (OR 1.34; 95% CI 1.05 to 1.70). The effect of exposure was strengthened in towns for bus use, and in towns and villages for walking, compared with urban areas. Men were more likely than women to have cycled on the busway, whereas individual socioeconomic characteristics did not predict bus use or walking. CONCLUSION New high-quality transport infrastructure attracts users, determined by geographical exposure and spatial contextual factors such as settlement size and availability of parking at work. Future longitudinal analyses will determine effects on overall travel and physical activity behaviour change.
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Affiliation(s)
- Eva Heinen
- MRC Epidemiology Unit and UKCRC Centre for Diet and Activity Research (CEDAR), University of Cambridge School of Clinical Medicine, Box 285, Cambridge Biomedical Campus, Cambridge CB2 0QQ, United Kingdom
| | - Jenna Panter
- MRC Epidemiology Unit and UKCRC Centre for Diet and Activity Research (CEDAR), University of Cambridge School of Clinical Medicine, Box 285, Cambridge Biomedical Campus, Cambridge CB2 0QQ, United Kingdom
| | - Alice Dalton
- Norwich Medical School, University of East Anglia, Norwich Research Park, Norwich NR4 7TJ, United Kingdom
| | - Andy Jones
- Norwich Medical School, University of East Anglia, Norwich Research Park, Norwich NR4 7TJ, United Kingdom
| | - David Ogilvie
- MRC Epidemiology Unit and UKCRC Centre for Diet and Activity Research (CEDAR), University of Cambridge School of Clinical Medicine, Box 285, Cambridge Biomedical Campus, Cambridge CB2 0QQ, United Kingdom
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Feuillet T, Charreire H, Menai M, Salze P, Simon C, Dugas J, Hercberg S, Andreeva VA, Enaux C, Weber C, Oppert JM. Spatial heterogeneity of the relationships between environmental characteristics and active commuting: towards a locally varying social ecological model. Int J Health Geogr 2015; 14:12. [PMID: 25885965 PMCID: PMC4404073 DOI: 10.1186/s12942-015-0002-z] [Citation(s) in RCA: 54] [Impact Index Per Article: 6.0] [Reference Citation Analysis] [Abstract] [Track Full Text] [Download PDF] [Figures] [Journal Information] [Subscribe] [Scholar Register] [Received: 12/05/2014] [Accepted: 02/06/2015] [Indexed: 01/12/2023] Open
Abstract
Background According to the social ecological model of health-related behaviors, it is now well accepted that environmental factors influence habitual physical activity. Most previous studies on physical activity determinants have assumed spatial homogeneity across the study area, i.e. that the association between the environment and physical activity is the same whatever the location. The main novelty of our study was to explore geographical variation in the relationships between active commuting (walking and cycling to/from work) and residential environmental characteristics. Methods 4,164 adults from the ongoing Nutrinet-Santé web-cohort, residing in and around Paris, France, were studied using a geographically weighted Poisson regression (GWPR) model. Objective environmental variables, including both the built and the socio-economic characteristics around the place of residence of individuals, were assessed by GIS-based measures. Perceived environmental factors (index including safety, aesthetics, and pollution) were reported by questionnaires. Results Our results show that the influence of the overall neighborhood environment appeared to be more pronounced in the suburban southern part of the study area (Val-de-Marne) compared to Paris inner city, whereas more complex patterns were found elsewhere. Active commuting was positively associated with the built environment only in the southern and northeastern parts of the study area, whereas positive associations with the socio-economic environment were found only in some specific locations in the southern and northern parts of the study area. Similar local variations were observed for the perceived environmental variables. Conclusions These results suggest that: (i) when applied to active commuting, the social ecological conceptual framework should be locally nuanced, and (ii) local rather than global targeting of public health policies might be more efficient in promoting active commuting.
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Affiliation(s)
- Thierry Feuillet
- University of Paris 13, Equipe de Recherche en Epidémiologie Nutritionnelle (EREN), UMR U1153 Inserm/U1125, Centre de Recherche en Epidémiologie et Biostatistiques Sorbonne, Paris Cité, Bobigny, France. .,University of Paris Est, Lab'Urba, Urban Institute of Paris, UPEC, Créteil, France.
| | - Hélène Charreire
- University of Paris 13, Equipe de Recherche en Epidémiologie Nutritionnelle (EREN), UMR U1153 Inserm/U1125, Centre de Recherche en Epidémiologie et Biostatistiques Sorbonne, Paris Cité, Bobigny, France. .,University of Paris Est, Lab'Urba, Urban Institute of Paris, UPEC, Créteil, France.
| | - Mehdi Menai
- University of Paris 13, Equipe de Recherche en Epidémiologie Nutritionnelle (EREN), UMR U1153 Inserm/U1125, Centre de Recherche en Epidémiologie et Biostatistiques Sorbonne, Paris Cité, Bobigny, France.
| | - Paul Salze
- University of Strasbourg, Laboratoire « Image Ville Environnement » UMR 7362 CNRS, Strasbourg, France.
| | - Chantal Simon
- CARMEN, Institut National de la Santé et de la Recherche Médicale U1060, University of Lyon 1, Institut National de la Recherche Agronomique U1235, CRNH Rhône-Alpes, Lyon, France.
| | - Julien Dugas
- CARMEN, Institut National de la Santé et de la Recherche Médicale U1060, University of Lyon 1, Institut National de la Recherche Agronomique U1235, CRNH Rhône-Alpes, Lyon, France.
| | - Serge Hercberg
- University of Paris 13, Equipe de Recherche en Epidémiologie Nutritionnelle (EREN), UMR U1153 Inserm/U1125, Centre de Recherche en Epidémiologie et Biostatistiques Sorbonne, Paris Cité, Bobigny, France.
| | - Valentina A Andreeva
- University of Paris 13, Equipe de Recherche en Epidémiologie Nutritionnelle (EREN), UMR U1153 Inserm/U1125, Centre de Recherche en Epidémiologie et Biostatistiques Sorbonne, Paris Cité, Bobigny, France.
| | - Christophe Enaux
- University of Strasbourg, Laboratoire « Image Ville Environnement » UMR 7362 CNRS, Strasbourg, France.
| | - Christiane Weber
- University of Strasbourg, Laboratoire « Image Ville Environnement » UMR 7362 CNRS, Strasbourg, France.
| | - Jean-Michel Oppert
- University of Paris 13, Equipe de Recherche en Epidémiologie Nutritionnelle (EREN), UMR U1153 Inserm/U1125, Centre de Recherche en Epidémiologie et Biostatistiques Sorbonne, Paris Cité, Bobigny, France. .,Service de Nutrition GH Pitié-Salpêtrière (AP-HP), Pierre and Marie Curie University, Institut Cardiométabolisme et Nutrition (ICAN), Paris, France.
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Influence of Attitudes with Respect to Cycling on the Perception of Existing Barriers for Using this Mode of Transport for Commuting. ACTA ACUST UNITED AC 2014. [DOI: 10.1016/j.sbspro.2014.12.191] [Citation(s) in RCA: 28] [Impact Index Per Article: 2.8] [Reference Citation Analysis] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Indexed: 11/23/2022]
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Dill J, McNeil N, Broach J, Ma L. Bicycle boulevards and changes in physical activity and active transportation: findings from a natural experiment. Prev Med 2014; 69 Suppl 1:S74-8. [PMID: 25456802 DOI: 10.1016/j.ypmed.2014.10.006] [Citation(s) in RCA: 47] [Impact Index Per Article: 4.7] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Journal Information] [Submit a Manuscript] [Subscribe] [Scholar Register] [Received: 05/14/2014] [Revised: 10/07/2014] [Accepted: 10/08/2014] [Indexed: 11/17/2022]
Abstract
OBJECTIVE This study evaluates changes in physical activity and active transportation associated with installation of new bicycle boulevards. METHODS This natural experiment study uses data from a longitudinal panel of adults with children (n=353) in Portland, OR. Activity and active transportation outcomes were measured with GPS and accelerometers worn for up to 5 days in 2010-11 and 2012-13. The effect of the treatment was estimated using difference in differences estimation and multivariate regression models. RESULTS In five of the seven models, the interaction term was not significant, indicating that after controlling for the main effects of time and exposure separately, there was no correlation between being in a treatment area and minutes of moderate and vigorous physical activity (MVPA) per day, bicycling >10 min, walking >20 min, minutes of walking (if >20), or making a bike trip. Significant covariates included rain, being female, living closer to downtown, and attitudes towards bicycling, walking, and car safety. CONCLUSION This study could not confirm an increase in physical activity or active transportation among adults with children living near newly installed bicycle boulevards. Additional pre/post studies are encouraged, as well as research on the length of time after installation that behavior change is likely to occur.
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Affiliation(s)
- Jennifer Dill
- Nohad A. Toulan School of Urban Studies and Planning, Portland State University, PO Box 751, Portland, OR 97207-0751, United States.
| | - Nathan McNeil
- Nohad A. Toulan School of Urban Studies and Planning, Portland State University, PO Box 751, Portland, OR 97207-0751, United States
| | - Joseph Broach
- Nohad A. Toulan School of Urban Studies and Planning, Portland State University, PO Box 751, Portland, OR 97207-0751, United States
| | - Liang Ma
- Nohad A. Toulan School of Urban Studies and Planning, Portland State University, PO Box 751, Portland, OR 97207-0751, United States
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Chaney RA, Bernard AL, Wilson BRA. Characterizing active transportation behavior among college students using the theory of planned behavior. INTERNATIONAL QUARTERLY OF COMMUNITY HEALTH EDUCATION 2014; 34:283-94. [PMID: 25030107 DOI: 10.2190/iq.34.3.f] [Citation(s) in RCA: 11] [Impact Index Per Article: 1.1] [Reference Citation Analysis] [Abstract] [Track Full Text] [Subscribe] [Scholar Register] [Indexed: 11/22/2022]
Abstract
Physical inactivity poses concern for health risks among all groups in the United States. Active transportation (AT) (e.g., bicycling) is one way of being physically active and may be helpful in promoting physical activity. This study characterized active transportation behavior among college students using the Theory of Planned Behavior. This study sought to describe predictors, including Theory of Planned Behavior (TPB) constructs, of AT behavior among college students at a large Midwest university. Students were recruited through the university registrar's office and e-mailed an electronic survey. Differences among AT users were determined using t-tests, and predictors of AT were identified using regression analysis. Significant differences between AT users for all TPB constructs were observed. Regression analysis using only TPB constructs accounted for 11.58% explained variation in AT use. Other variables added to the model resulted in 44.44% explained variation in AT use. The final model included subjective norms, age, perceived behavioral control, and transportation type and destination. The results of this research are insightful in explaining AT behavior. Perceived norms and the level of control students had regarding their method of transportation were important contributions to AT use. These results may be applied to promoting physical activity in community health.
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Heesch KC, Giles-Corti B, Turrell G. Cycling for transport and recreation: associations with socio-economic position, environmental perceptions, and psychological disposition. Prev Med 2014; 63:29-35. [PMID: 24625925 DOI: 10.1016/j.ypmed.2014.03.003] [Citation(s) in RCA: 28] [Impact Index Per Article: 2.8] [Reference Citation Analysis] [Abstract] [Key Words] [Track Full Text] [Journal Information] [Submit a Manuscript] [Subscribe] [Scholar Register] [Received: 11/12/2013] [Revised: 02/27/2014] [Accepted: 03/02/2014] [Indexed: 11/28/2022]
Abstract
OBJECTIVE Interest is growing in promoting utility cycling (i.e., for transport) as a means of incorporating daily physical activity (PA) into people's lives, but little is known about correlates of utility cycling. Our primary aim was to examine cross-sectional relationships between socio-economic characteristics, neighborhood environment perceptions and psychological disposition with utility cycling (with or without additional recreational cycling). A secondary aim was to compare these relationships with those for recreation-only cycling. METHOD Baseline survey data (2007) from 10,233 participants in HABITAT, a multilevel longitudinal study of PA, sedentary behavior, and health in Brisbane adults aged 40-65years, were analyzed using multinomial regression modeling. RESULTS Greater income, habitual PA, and positive beliefs about PA were associated with utility and recreation-only cycling (p<0.05). Always having vehicle access and not in the labor force were associated with recreation-only cycling (p<0.05). Some or no vehicle access, part-time employment, and perceived environmental factors (little crime, few cul-de-sacs, nearby transport and recreational destinations) were associated with utility cycling (p<0.05). CONCLUSION Our findings suggest differences in associations between socio-economic, neighborhood perceptions and psychological factors and utility and recreation-only cycling in Brisbane residents aged 40-65years. Tailored approaches appear to be required to promote utility and recreational cycling.
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Affiliation(s)
- Kristiann C Heesch
- School of Public Health and Social Work, Queensland University of Technology, Herston Road, Brisbane, Queensland 4049, Australia; Institute of Health and Biomedical Innovation, Queensland University of Technology, Herston Road, Brisbane, Queensland 4049, Australia.
| | - Billie Giles-Corti
- McCaughey VicHealth Centre for Community Wellbeing, University of Melbourne, Level 5, 207 Bouverie Street, Carlton, Victoria 3010, Australia.
| | - Gavin Turrell
- School of Public Health and Social Work, Queensland University of Technology, Herston Road, Brisbane, Queensland 4049, Australia; Institute of Health and Biomedical Innovation, Queensland University of Technology, Herston Road, Brisbane, Queensland 4049, Australia.
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Krenn PJ, Oja P, Titze S. Route choices of transport bicyclists: a comparison of actually used and shortest routes. Int J Behav Nutr Phys Act 2014; 11:31. [PMID: 24597725 PMCID: PMC3995950 DOI: 10.1186/1479-5868-11-31] [Citation(s) in RCA: 27] [Impact Index Per Article: 2.7] [Reference Citation Analysis] [Abstract] [Track Full Text] [Download PDF] [Journal Information] [Subscribe] [Scholar Register] [Received: 03/24/2013] [Accepted: 02/25/2014] [Indexed: 11/19/2022] Open
Abstract
Background Despite evidence that environmental features are related to physical activity, the association between the built environment and bicycling for transportation remains a poorly investigated subject. The aim of the study was to improve our understanding of the environmental determinants of bicycling as a means of transportation in urban European settings by comparing the spatial differences between the routes actually used by bicyclists and the shortest possible routes. Methods In the present study we examined differences in the currently used and the shortest possible bicycling routes, with respect to distance, type of street, and environmental characteristics, in the city of Graz, Austria. The objective measurement methods of a Global Positioning System (GPS) and a Geographic Information System (GIS) were used. Results Bicycling routes actually used were significantly longer than the shortest possible routes. Furthermore, the following attributes were also significantly different between the used route compared to the shortest possible route: Bicyclists often used bicycle lanes and pathways, flat and green areas, and they rarely used main roads and crossings. Conclusion The results of the study support our hypothesis that bicyclists prefer bicycle pathways and lanes instead of the shortest possible routes. This underlines the importance of a well-developed bicycling infrastructure in urban communities.
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Villanueva K, Knuiman M, Koohsari MJ, Hickey S, Foster S, Badland H, Nathan A, Bull F, Giles-Corti B. People living in hilly residential areas in metropolitan Perth have less diabetes: spurious association or important environmental determinant? Int J Health Geogr 2013; 12:59. [PMID: 24359514 PMCID: PMC3878017 DOI: 10.1186/1476-072x-12-59] [Citation(s) in RCA: 20] [Impact Index Per Article: 1.8] [Reference Citation Analysis] [Abstract] [Track Full Text] [Download PDF] [Figures] [Journal Information] [Subscribe] [Scholar Register] [Received: 10/24/2013] [Accepted: 12/16/2013] [Indexed: 12/17/2022] Open
Abstract
Background Variations in ‘slope’ (how steep or flat the ground is) may be good for health. As walking up hills is a physiologically vigorous physical activity and can contribute to weight control, greater neighbourhood slopes may provide a protective barrier to weight gain, and help prevent Type 2 diabetes onset. We explored whether living in ‘hilly’ neighbourhoods was associated with diabetes prevalence among the Australian adult population. Methods Participants (≥25 years; n = 11,406) who completed the Western Australian Health and Wellbeing Surveillance System Survey (2003–2009) were asked whether or not they had medically-diagnosed diabetes. Geographic Information Systems (GIS) software was used to calculate a neighbourhood mean slope score, and other built environment measures at 1600 m around each participant’s home. Logistic regression models were used to predict the odds of self-reported diabetes after progressive adjustment for individual measures (i.e., age, sex), socioeconomic status (i.e., education, income), built environment, destinations, nutrition, and amount of walking. Results After full adjustment, the odds of self-reported diabetes was 0.72 (95% CI 0.55-0.95) and 0.52 (95% CI 0.39-0.69) for adults living in neighbourhoods with moderate and higher levels of slope, respectively, compared with adults living in neighbourhoods with the lowest levels of slope. The odds of having diabetes was 13% lower (odds ratio 0.87; 95% CI 0.80-0.94) for each increase of one percent in mean slope. Conclusions Living in a hilly neighbourhood may be protective of diabetes onset or this finding is spurious. Nevertheless, the results are promising and have implications for future research and the practice of flattening land in new housing developments.
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Affiliation(s)
- Karen Villanueva
- Centre for the Built Environment and Health, School of Population Health, The University of Western Australia, 35 Stirling Highway, Crawley, Western Australia 6009, Australia.
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Simons D, Clarys P, De Bourdeaudhuij I, de Geus B, Vandelanotte C, Deforche B. Factors influencing mode of transport in older adolescents: a qualitative study. BMC Public Health 2013; 13:323. [PMID: 23574974 PMCID: PMC3626670 DOI: 10.1186/1471-2458-13-323] [Citation(s) in RCA: 44] [Impact Index Per Article: 4.0] [Reference Citation Analysis] [Abstract] [Track Full Text] [Download PDF] [Journal Information] [Subscribe] [Scholar Register] [Received: 11/22/2012] [Accepted: 04/04/2013] [Indexed: 11/12/2022] Open
Abstract
Background Since a decline in activity levels occurs in adolescence, active transport could be important to increase daily physical activity in older adolescents (17–18 years). To promote active transport, it is necessary to be aware of the barriers and facilitators of this type of transport, but also of other transport modes. This study sought to uncover the factors influencing the choice of transport mode for short distance travel to various destinations in older adolescents using focus groups. Methods Thirty-two focus group volunteers (mean age of 17 ± 1.2 years) were recruited from the two final years of the secondary school in Antwerp (Belgium). Five focus groups were conducted (five to eight participants/group). Content analysis was performed using NVivo 9 software (QSR International). Grounded theory was used to derive categories and subcategories. Results Data were categorized in three main themes with several subcategories: personal factors (high autonomy, low costs and health), social factors (good social support) and physical environmental factors (short travel time, good access to transport modes and to facilities, good weather, an adapted built environment, perceived safety and ecology). Conclusions For older adolescents, the interplay between short travel time, high autonomy, good social support, low costs, good access to transport modes and facilities, and good weather was important for choosing active transport over other transport forms for travelling short distances to various destinations. Other well-known factors such as safety, ecology and health seemed not to have a big influence on their transport mode choice.
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Affiliation(s)
- Dorien Simons
- Department of Human Biometry and Biomechanics, Faculty of Physical Education and Physical Therapy, Vrije Universiteit Brussel, Pleinlaan 2, Brussels, B 1050, Belgium.
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Brown BB, Smith KR, Hanson H, Fan JX, Kowaleski-Jones L, Zick CD. Neighborhood design for walking and biking: physical activity and body mass index. Am J Prev Med 2013; 44:231-8. [PMID: 23415119 PMCID: PMC3690570 DOI: 10.1016/j.amepre.2012.10.024] [Citation(s) in RCA: 50] [Impact Index Per Article: 4.5] [Reference Citation Analysis] [Abstract] [Track Full Text] [Journal Information] [Submit a Manuscript] [Subscribe] [Scholar Register] [Received: 03/31/2012] [Revised: 08/26/2012] [Accepted: 10/22/2012] [Indexed: 10/27/2022]
Abstract
BACKGROUND Neighborhood designs often relate to physical activity and to BMI. PURPOSE Does neighborhood walkability/bikeability relate to BMI and obesity risk and does moderate-to-vigorous physical activity (MVPA) account for some of the relationship? METHODS Census 2000 provided walkability/bikeability measures-block group proportions of workers who walk or bike to work, housing age, and population density-and National Health and Nutrition Examination Study (NHANES 2003-2006) provided MVPA accelerometer measures. Regression analyses (2011-2012) adjusted for geographic clustering and multiple control variables. RESULTS Greater density and older housing were associated with lower male BMI in bivariate analyses, but there were no density and housing age effects in multivariate models. For women, greater proportions of neighborhood workers who walk to work (M=0.02) and more MVPA was associated with lower BMI and lower obesity risk. For men, greater proportions of workers who bike to work (M=0.004) and more MVPA was associated with lower BMI and obesity risk. For both effects, MVPA partially mediated the relationships between walkability/bikeability and BMI. If such associations are causal, doubling walk and bike-to-work proportions (to 0.04 and 0.008) would have -0.3 and -0.33 effects on the average BMIs of adult women and men living in the neighborhood. This equates to 1.5 pounds for a 64-inch-tall woman and 2.3 pounds for a 69-inch-tall man. CONCLUSIONS Although walking/biking to work is rare in the U.S., greater proportions of such workers in neighborhoods relate to lower weight and higher MVPA. Bikeability merits greater attention as a modifiable activity-friendliness factor, particularly for men.
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Affiliation(s)
- Barbara B Brown
- Department of Family and Consumer Studies, University of Utah, Salt Lake City, UT 84112-0080, USA.
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Sahlqvist S, Goodman A, Cooper AR, Ogilvie D. Change in active travel and changes in recreational and total physical activity in adults: longitudinal findings from the iConnect study. Int J Behav Nutr Phys Act 2013; 10:28. [PMID: 23445724 PMCID: PMC3598920 DOI: 10.1186/1479-5868-10-28] [Citation(s) in RCA: 60] [Impact Index Per Article: 5.5] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Grants] [Track Full Text] [Download PDF] [Figures] [Journal Information] [Subscribe] [Scholar Register] [Received: 11/28/2012] [Accepted: 02/20/2013] [Indexed: 11/10/2022] Open
Abstract
BACKGROUND To better understand the health benefits of promoting active travel, it is important to understand the relationship between a change in active travel and changes in recreational and total physical activity. METHODS These analyses, carried out in April 2012, use longitudinal data from 1628 adult respondents (mean age 54 years; 47% male) in the UK-based iConnect study. Travel and recreational physical activity were measured using detailed seven-day recall instruments. Adjusted linear regression models were fitted with change in active travel defined as 'decreased' (<-15 min/week), 'maintained' (± 15 min/week) or 'increased' (>15 min/week) as the primary exposure variable and changes in (a) recreational and (b) total physical activity (min/week) as the primary outcome variables. RESULTS Active travel increased in 32% (n=529), was maintained in 33% (n=534) and decreased in 35% (n=565) of respondents. Recreational physical activity decreased in all groups but this decrease was not greater in those whose active travel increased. Conversely, changes in active travel were associated with commensurate changes in total physical activity. Compared with those whose active travel remained unchanged, total physical activity decreased by 176.9 min/week in those whose active travel had decreased (adjusted regression coefficient -154.9, 95% CI -195.3 to -114.5) and was 112.2 min/week greater among those whose active travel had increased (adjusted regression coefficient 135.1, 95% CI 94.3 to 175.9). CONCLUSION An increase in active travel was associated with a commensurate increase in total physical activity and not a decrease in recreational physical activity.
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Affiliation(s)
- Shannon Sahlqvist
- Centre for Physical Activity and Nutrition Research (C-PAN) School of Exercise and Nutrition Sciences, Deakin University, Geelong, Australia
- Medical Research Council Epidemiology Unit & UKCRC Centre for Diet and Activity Research (CEDAR), Institute of Public Health, Cambridge, UK
| | - Anna Goodman
- Faculty of Epidemiology and Population Health, London School of Hygiene and Tropical Medicine, London, UK
| | - Ashley R Cooper
- Centre for Exercise, Nutrition and Health Sciences, School of Policy Studies, University of Bristol, Bristol, UK
| | - David Ogilvie
- Medical Research Council Epidemiology Unit & UKCRC Centre for Diet and Activity Research (CEDAR), Institute of Public Health, Cambridge, UK
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Kramer D, Maas J, Wingen M, Kunst AE. Neighbourhood safety and leisure-time physical activity among Dutch adults: a multilevel perspective. Int J Behav Nutr Phys Act 2013; 10:11. [PMID: 23356476 PMCID: PMC3570419 DOI: 10.1186/1479-5868-10-11] [Citation(s) in RCA: 30] [Impact Index Per Article: 2.7] [Reference Citation Analysis] [Abstract] [Track Full Text] [Download PDF] [Figures] [Journal Information] [Subscribe] [Scholar Register] [Received: 03/07/2012] [Accepted: 01/22/2013] [Indexed: 11/10/2022] Open
Abstract
BACKGROUND Several neighbourhood elements have been found to be related to leisure-time walking and cycling. However, the association with neighbourhood safety remains unclear. This study aimed to assess the association of neighbourhood-level safety with leisure-time walking and cycling among Dutch adults. METHODS Data were derived from the national health survey (POLS) 2006-2009, with valid data on 20046 respondents residing in 2127 neighbourhoods. Multilevel logistic regression models were used to examine the association between neighbourhood-level safety (general safety and specific safety components: physical disorder, social disorder, crime-related fear, traffic safety) and residents' engagement in outdoor leisure-time walking and cycling for at least 30 minutes per week. RESULTS An increase in neighbourhood safety (both general safety and each of the safety components) was significantly associated with an increase in leisure-time cycling participation. Associations were strongest for general safety and among older women. In the general population, neighbourhood safety was not significantly associated with leisure-time walking. However, among younger and older adult men and lower educated individuals, an increase in general safety was associated with a decrease in leisure-time walking participation. CONCLUSIONS In the Netherlands, neighbourhood safety appears to be related to leisure-time cycling but not to walking. Leisure-time cycling may best be encouraged by improving different safety components at once, rather than focusing on one safety aspect such as traffic safety. Special attention is needed for older women.
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Affiliation(s)
- Daniëlle Kramer
- Department of Public Health, Academic Medical Centre, University of Amsterdam, Amsterdam, The Netherlands.
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Ransdell LB, Mason SG, Wuerzer T, Leung KM. Predictors of cycling in college students. JOURNAL OF AMERICAN COLLEGE HEALTH : J OF ACH 2013; 61:274-284. [PMID: 23768225 DOI: 10.1080/07448481.2013.799479] [Citation(s) in RCA: 1] [Impact Index Per Article: 0.1] [Reference Citation Analysis] [Abstract] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Indexed: 06/02/2023]
Abstract
OBJECTIVES To (1) assess cycling-related questions that have been added to the electronic version of the American College Health Association National College Health Assessment II (ACHA-NCHA), (2) examine cycling prevalence, and (3) identify predictors of cycling in college students. PARTICIPANTS Predominately female (69%), undergraduate (89%), and white (85%) students (N = 949) from a large, urban, northwestern, bicycle-friendly university completed the electronic version of the ACHA-NCHA II. METHODS Thirty cycling-related questions were added to the ACHA-NCHA II and a subsample of questions was analyzed. RESULTS Cycling questions added to the ACHA-NCHA II scale were reliable and valid, based on the psychometric data analysis. More than half (59%) of this sample cycled; of those, 58% cycled for transportation and 44% for recreation. Facilitators and barriers to cycling were different for cycling in general and cycling for transportation. CONCLUSIONS Cycling questions added to the ACHA-NCHA II can be utilized to enhance knowledge relative to cycling on college campuses.
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Affiliation(s)
- Lynda B Ransdell
- College of Education, Health and Human Development, Montana State University, Bozeman, Montana 59717, USA.
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Ducheyne F, De Bourdeaudhuij I, Lenoir M, Spittaels H, Cardon G. Children's cycling skills: Development of a test and determination of individual and environmental correlates. ACCIDENT; ANALYSIS AND PREVENTION 2013; 50:688-697. [PMID: 22795546 DOI: 10.1016/j.aap.2012.06.021] [Citation(s) in RCA: 6] [Impact Index Per Article: 0.5] [Reference Citation Analysis] [Abstract] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 03/21/2012] [Revised: 05/19/2012] [Accepted: 06/19/2012] [Indexed: 06/01/2023]
Abstract
INTRODUCTION Children's ability to perform cycling skills was found to play an important role in cycling accidents. Therefore, this study developed a test to gain a detailed insight into the cycling skills of 9-10 year old children and evaluated individual and physical environmental correlates of cycling skills. METHODS Children (n=93) took a cycling test consisting of 13 test stations. In addition, parents completed a questionnaire on school commuting behavior. An exploratory factor analysis was conducted to investigate the factor structure of the cycling test and ICC's were calculated to examine interrater reliability. Descriptive statistics were executed on children's cycling skill scores. Regression analyses were conducted to evaluate individual and environmental correlates of cycling skills. RESULTS Three factors were extracted: the 'during-cycling skills', the 'before/after-cycling skills' and a 'transitional-cycling skills' factor. These factors accounted for 56.74% of the total variance. Furthermore, intraclass correlation coefficients ranged from 0.75 to 0.98. For all cycling skill, except two, 50% of children scored higher than 7.5/10. Additionally, 18.4% of children scored lower than 3/10 on at least two cycling skills. Parental perceived motor competence of the child explained 10% of the variance in cycling skills (β=0.33), residential density explained 12% of the variance (β=-0.37). CONCLUSIONS In order to get an overall picture of the cycling skills of children, the 'during-cycling skills', the 'before/after-cycling skills' and the 'transitional-cycling skills' need to be examined. Furthermore, Flemish children of the 4th grade scored well on cycling skills. However, cycle training programs should focus more on one-handed skills and those children scoring lower than 3/10 on one or more cycling skills.
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Affiliation(s)
- Fabian Ducheyne
- Ghent University, Department of Movement and Sports Sciences, Watersportlaan 2, 9000 Gent, Belgium.
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Fuller DL, Gyurcsik NC, Spink KS, Brawley LR. Prospective Examination of Self-Regulatory Efficacy in Predicting Walking for Active Transportation: A Social Cognitive Theory Approach. JOURNAL OF APPLIED SOCIAL PSYCHOLOGY 2012. [DOI: 10.1111/j.1559-1816.2012.00968.x] [Citation(s) in RCA: 3] [Impact Index Per Article: 0.3] [Reference Citation Analysis] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Indexed: 11/30/2022]
Affiliation(s)
| | - Nancy C. Gyurcsik
- College of Kinesiology; University of Saskatchewan; Saskatoon; Saskatchewan; Canada
| | - Kevin S. Spink
- College of Kinesiology; University of Saskatchewan; Saskatoon; Saskatchewan; Canada
| | - Lawrence R. Brawley
- College of Kinesiology; University of Saskatchewan; Saskatoon; Saskatchewan; Canada
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Van Holle V, Deforche B, Van Cauwenberg J, Goubert L, Maes L, Van de Weghe N, De Bourdeaudhuij I. Relationship between the physical environment and different domains of physical activity in European adults: a systematic review. BMC Public Health 2012; 12:807. [PMID: 22992438 PMCID: PMC3507898 DOI: 10.1186/1471-2458-12-807] [Citation(s) in RCA: 189] [Impact Index Per Article: 15.8] [Reference Citation Analysis] [Abstract] [Track Full Text] [Download PDF] [Figures] [Journal Information] [Subscribe] [Scholar Register] [Received: 05/07/2012] [Accepted: 09/13/2012] [Indexed: 11/10/2022] Open
Abstract
BACKGROUND In the past decade, various reviews described the relationship between the physical environment and different physical activity (PA) domains. Yet, the majority of the current review evidence relies on North American/Australian studies, while only a small proportion of findings refer to European studies. Given some clear environmental differences across continents, this raises questions about the applicability of those results in European settings. This systematic review aimed at summarizing Europe-specific evidence on the relationship between the physical environment and different PA domains in adults. METHODS Seventy eligible papers were identified through systematic searches across six electronic databases. Included papers were observational studies assessing the relationship between several aspects of the physical environment and PA in European adults (18-65y). Summary scores were calculated to express the strength of the relationship between each environmental factor and different PA domains. RESULTS Convincing evidence on positive relationships with several PA domains was found for following environmental factors: walkability, access to shops/services/work and the composite factor environmental quality. Convincing evidence considering urbanization degree showed contradictory results, dependent on the observed PA domain. Transportation PA was more frequently related to the physical environment than recreational PA. Possible evidence for a positive relationship with transportation PA emerged for walking/cycling facilities, while a negative relationship was found for hilliness. Some environmental factors, such as access to recreational facilities, aesthetics, traffic- and crime-related safety were unrelated to different PA domains in Europe. CONCLUSIONS Generally, findings from this review of European studies are in accordance with results from North American/Australian reviews and may contribute to a generalization of the relationship between the physical environment and PA. Nevertheless, the lack of associations found regarding access to recreational facilities, aesthetics and different forms of safety are likely to be Europe-specific findings and need to be considered when appropriate interventions are developed. More research assessing domain-specific relationships with several understudied environmental attributes (e.g., residential density) is needed.
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Affiliation(s)
- Veerle Van Holle
- Department of Movement and Sports Sciences, Ghent University, Watersportlaan 2, B-9000, Ghent, Belgium.
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Wanner M, Götschi T, Martin-Diener E, Kahlmeier S, Martin BW. Active transport, physical activity, and body weight in adults: a systematic review. Am J Prev Med 2012; 42:493-502. [PMID: 22516490 DOI: 10.1016/j.amepre.2012.01.030] [Citation(s) in RCA: 165] [Impact Index Per Article: 13.8] [Reference Citation Analysis] [Abstract] [Track Full Text] [Journal Information] [Submit a Manuscript] [Subscribe] [Scholar Register] [Received: 09/07/2011] [Revised: 11/11/2011] [Accepted: 01/06/2012] [Indexed: 11/16/2022]
Abstract
CONTEXT Physical activity has various health benefits. Active transport can contribute to total physical activity and thus affect body weight because of increased energy expenditure. This review summarizes published evidence on associations of active transport, general physical activity, and body weight in adults. EVIDENCE ACQUISITION A systematic review of the literature was conducted in October 2010 using eight databases. A total of 14,216 references were screened; full texts were retrieved for 95 articles. Forty-six articles (36 unique studies) were included: 20 (17) from Europe; 18 (13) from North America, Australia, and New Zealand; and eight (six) from other countries. Analyses of the retrieved papers were carried out between November 2010 and March 2011. EVIDENCE SYNTHESIS Of 15 studies assessing active transport and physical activity, five found associations in the expected direction (more active transport associated with more physical activity) for all or most variables studied, nine found some associations, and one reported no associations. Of 30 studies assessing active transport and body weight, 13 reported associations in the expected direction (more active transport associated with lower body weight) for all or most variables studied, 12 found some associations, two presented some associations in the expected and some in the opposite direction, and three reported no associations. CONCLUSIONS There is limited evidence that active transport is associated with more physical activity as well as lower body weight in adults. However, study heterogeneity, predominantly cross-sectional designs, and crude measures for active transport and physical activity impede quantitative conclusions.
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Affiliation(s)
- Miriam Wanner
- Physical Activity and Health Unit, Institute of Social and Preventive Medicine, University of Zurich, Switzerland.
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Wahlgren L, Schantz P. Exploring bikeability in a metropolitan setting: stimulating and hindering factors in commuting route environments. BMC Public Health 2012; 12:168. [PMID: 22401492 PMCID: PMC3311570 DOI: 10.1186/1471-2458-12-168] [Citation(s) in RCA: 38] [Impact Index Per Article: 3.2] [Reference Citation Analysis] [Abstract] [Track Full Text] [Download PDF] [Figures] [Journal Information] [Subscribe] [Scholar Register] [Received: 07/01/2011] [Accepted: 03/08/2012] [Indexed: 11/10/2022] Open
Abstract
BACKGROUND Route environments may influence people's active commuting positively and thereby contribute to public health. Assessments of route environments are, however, needed in order to better understand the possible relationship between active commuting and the route environment. The aim of this study was, therefore, to assess the potential associations between perceptions of whether the route environment on the whole hinders or stimulates bicycle commuting and perceptions of environmental factors. METHODS The Active Commuting Route Environment Scale (ACRES) was used for the assessment of bicycle commuters' perceptions of their route environments in the inner urban parts of Greater Stockholm, Sweden. Bicycle commuters (n = 827) were recruited by advertisements in newspapers. Simultaneous multiple regression analyses were used to assess the relation between predictor variables (such as levels of exhaust fumes, noise, traffic speed, traffic congestion and greenery) and the outcome variable (hindering - stimulating route environments). Two models were run, (Model 1) without and (Model 2) with the item traffic: unsafe or safe included as a predictor. RESULTS Overall, about 40% of the variance of hindering - stimulating route environments was explained by the environmental predictors in our models (Model 1, R2 = 0.415, and Model 2, R 2= 0.435). The regression equation for Model 1 was: y = 8.53 + 0.33 ugly or beautiful + 0.14 greenery + (-0.14) course of the route + (-0.13) exhaust fumes + (-0.09) congestion: all types of vehicles (p ≤ 0.019). The regression equation for Model 2 was y = 6.55 + 0.31 ugly or beautiful + 0.16 traffic: unsafe or safe + (-0.13) exhaust fumes + 0.12 greenery + (-0.12) course of the route (p ≤ 0.001). CONCLUSIONS The main results indicate that beautiful, green and safe route environments seem to be, independently of each other, stimulating factors for bicycle commuting in inner urban areas. On the other hand, exhaust fumes, traffic congestion and low 'directness' of the route seem to be hindering factors. Furthermore, the overall results illustrate the complexity of a research area at the beginning of exploration.
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Affiliation(s)
- Lina Wahlgren
- The Research Unit for Movement, Health and Environment, The Åstrand Laboratory, GIH - The Swedish School of Sport and Health Sciences, Sweden
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van Bekkum JE, Williams JM, Graham Morris P. Cycle commuting and perceptions of barriers: stages of change, gender and occupation. HEALTH EDUCATION 2011. [DOI: 10.1108/09654281111180472] [Citation(s) in RCA: 31] [Impact Index Per Article: 2.4] [Reference Citation Analysis] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Indexed: 11/17/2022]
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Foster CE, Panter JR, Wareham NJ. Assessing the impact of road traffic on cycling for leisure and cycling to work. Int J Behav Nutr Phys Act 2011; 8:61. [PMID: 21663654 PMCID: PMC3127970 DOI: 10.1186/1479-5868-8-61] [Citation(s) in RCA: 29] [Impact Index Per Article: 2.2] [Reference Citation Analysis] [Abstract] [Track Full Text] [Download PDF] [Journal Information] [Subscribe] [Scholar Register] [Received: 03/03/2011] [Accepted: 06/10/2011] [Indexed: 11/10/2022] Open
Abstract
BACKGROUND To explore the relationship between leisure and commuter cycling with objectively measured levels of road traffic and whether any relationship was affected by traffic levels directly outside of home or in local neighbourhood. FINDINGS We conducted a secondary analysis of data from the UK European Prospective Investigation of Cancer (EPIC) Norfolk cohort in 2009. We used a geographical information system (GIS) and gender specific multivariate models to relate 13 927 participants' reported levels of cycling with an index of road traffic volume (Road Traffic Volume Index Score--RTVIS). RTVIS were calculated around each participants home, using four distance based buffers, (0.5 km, 1 km, 2 km and 3.2 km). Models were adjusted for age, social status, education, car access and deprivation. Both genders had similar decreases in leisure cycling as traffic volumes increased at greater distances from home (OR 0.42, (95% CI 0.32-0.52, p < 0.001) for women and OR 0.41, (95% CI 0.33-0.50, p < 0.001) for men in the highest quartile at 3.2 km). There was no effect of traffic volumes at any distance on commuter cycling. CONCLUSIONS Traffic volumes appear to have greater impact on leisure cycling than commuter cycling. Future research should investigate the importance of traffic on different types of cycling and include psychosocial correlates.
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Engbers LH, Hendriksen IJ. Characteristics of a population of commuter cyclists in the Netherlands: perceived barriers and facilitators in the personal, social and physical environment. Int J Behav Nutr Phys Act 2010; 7:89. [PMID: 21143948 PMCID: PMC3012015 DOI: 10.1186/1479-5868-7-89] [Citation(s) in RCA: 28] [Impact Index Per Article: 2.0] [Reference Citation Analysis] [Abstract] [Track Full Text] [Download PDF] [Journal Information] [Subscribe] [Scholar Register] [Received: 02/11/2010] [Accepted: 12/10/2010] [Indexed: 02/08/2023] Open
Abstract
BACKGROUND Daily cycling to work has been shown to improve physical performance and health in men and women. It is very common in the Netherlands: the most recent data show that one quarter of commuting journeys are by bicycle. However, despite the effort going into campaigns to promote commuter cycling, about 30% of commuter journeys up to 5 kilometers are still by car. The question is how to stimulate commuter cycling more effectively. This article aims to contribute to a better understanding of the perceived barriers and facilitators of cyclists/non-cyclists and personal factors associated with commuter cycling. METHODS A random sample of 799 Dutch employees (response rate 39.6%) completed an internet survey, which comprised two parts. One part of the questionnaire focused on the determinants of cycling behavior including equal numbers of personal, social factors and environmental factors. The other component focused on assessing data on physical activity (PA) behavior. Descriptive and logistic regression analyses were used to analyze factors associated with commuter cycling. RESULTS Meeting the physical activity guideline was positively associated with commuter cycling. Television viewing and working full-time were negatively associated. Twenty-six percent of the participants met the PA guideline simply by cycling to work, with health as the main reason. The main barriers for non-cyclists (60%) were perspiration when arriving at work, weather and travelling time. Shorter travelling times compared with other transportation modes were an important facilitator. Environmental factors were positively related to more frequent and more convenient commuter cycling, but they were hardly mentioned by non-cyclists. CONCLUSIONS This study shows that a relatively large group fulfils the PA recommendations merely by cycling to work. Personal factors (i.e., perceived time and distance) are major barriers to commuter cycling and should be targeted in cycling campaigns, especially in subgroups living within cycling distance to work. Targeting environmental determinants in such campaigns seems to be less important in the Netherlands.
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Winters M, Brauer M, Setton EM, Teschke K. Built environment influences on healthy transportation choices: bicycling versus driving. J Urban Health 2010; 87:969-93. [PMID: 21174189 PMCID: PMC3005092 DOI: 10.1007/s11524-010-9509-6] [Citation(s) in RCA: 64] [Impact Index Per Article: 4.6] [Reference Citation Analysis] [Abstract] [Key Words] [Track Full Text] [Journal Information] [Submit a Manuscript] [Subscribe] [Scholar Register] [Indexed: 10/18/2022]
Abstract
A growing body of evidence links the built environment to physical activity levels, health outcomes, and transportation behaviors. However, little of this research has focused on cycling, a sustainable transportation option with great potential for growth in North America. This study examines associations between decisions to bicycle (versus drive) and the built environment, with explicit consideration of three different spatial zones that may be relevant in travel behavior: trip origins, trip destinations, and along the route between. We analyzed 3,280 utilitarian bicycle and car trips in Metro Vancouver, Canada made by 1,902 adults, including both current and potential cyclists. Objective measures were developed for built environment characteristics related to the physical environment, land use patterns, the road network, and bicycle-specific facilities. Multilevel logistic regression was used to model the likelihood that a trip was made by bicycle, adjusting for trip distance and personal demographics. Separate models were constructed for each spatial zone, and a global model examined the relative influence of the three zones. In total, 31% (1,023 out of 3,280) of trips were made by bicycle. Increased odds of bicycling were associated with less hilliness; higher intersection density; less highways and arterials; presence of bicycle signage, traffic calming, and cyclist-activated traffic lights; more neighborhood commercial, educational, and industrial land uses; greater land use mix; and higher population density. Different factors were important within each spatial zone. Overall, the characteristics of routes were more influential than origin or destination characteristics. These findings indicate that the built environment has a significant influence on healthy travel decisions, and spatial context is important. Future research should explicitly consider relevant spatial zones when investigating the relationship between physical activity and urban form.
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Affiliation(s)
- Meghan Winters
- School of Population and Public Health, University of British Columbia, Vancouver, BC, Canada.
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