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Kong H, Wu J, Li P. Impacts of active mobility on individual health mediated by physical activities. Soc Sci Med 2024; 348:116834. [PMID: 38574590 DOI: 10.1016/j.socscimed.2024.116834] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Received: 12/07/2023] [Revised: 02/08/2024] [Accepted: 03/24/2024] [Indexed: 04/06/2024]
Abstract
Active mobility, encompassing walking and cycling for transportation, is a potential solution to health issues arising from inadequate physical activity in modern society. However, the extent of active mobility's impact on individual physical activity levels, and its association with health as mediated by physical activities, is not fully quantified. This study aims to clarify the direct relationship between active mobility usage and individual health, as well as the indirect relationship mediated by physical activity, with a focus on varying levels of physical activity intensity. Utilizing data from the 2017 U.S. National Household Travel Survey (NHTS), we employed Poisson regression to predict active mobility usage based on socio-demographic and household socio-economic characteristics. A Structural Equation Model (SEM) was then used to investigate the direct and indirect effects of active mobility on individual health, mediated by physical activity. We further segmented individuals according to their intensity of physical activity to examine how such effect differs between different levels of physical activity. The study demonstrates that active mobility usage positively correlates with both the amount and intensity of physical activity. The effect of active mobility on individual health includes a direct positive effect (29% for intensity, 67.7% for amount) and an indirect effect mediated by physical activity (71% for intensity, 32.3% for amount). Notably, the mediation effect of active mobility on health is more substantial in the context of vigorous physical activities compared to light or moderate activities. Our findings reveal a significant positive influence of active mobility on individual health, encompassing both direct and indirect effects mediated by physical activities. These results quantitatively underscore the health benefits of active mobility and suggest the importance of promoting active mobility as a strategy to improve public health.
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Affiliation(s)
- Hui Kong
- School of Architecture and Civil Engineering, Xiamen University, Xiamen, 361005, China; Fujian Key Laboratory of Digital Simulations for Coastal Civil Engineering, School of Architecture and Civil Engineering, Xiamen University, Xiamen, 361005, China
| | - Jingyi Wu
- Advanced Institute of Information Technology, Peking University, Hangzhou, 311215, China
| | - Pengfei Li
- Advanced Institute of Information Technology, Peking University, Hangzhou, 311215, China; Institute of Medical Technology, Peking University, Beijing, 100191, China.
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Kingsbury C, Bissonnette F, Bernard P. Evaluation of the “Build your bike!” pilot project by and for disadvantaged youth: A school-based intervention to promote active mobility. Sante Publique 2024; 35:7-16. [PMID: 38388404 DOI: 10.3917/spub.236.0007] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Subscribe] [Scholar Register] [Indexed: 02/24/2024]
Abstract
The densification of urban centers has driven individuals with low income toward more affordable suburban neighborhoods, thereby constraining transportation options due to car-centric planning and the difficulty for public transit systems to meet mobility needs. Recognizing that active cycling promotes travel autonomy, social participation, and physical and mental well-being, the promotion of such behavior through localized interventions stands as a critical objective to foster transport equity. In this context, in collaboration with the organization “Cyclo Nord-Sud,” this study aims to explore the outcomes and favorable components of the “Build Your Bike!” pilot project offered as an extracurricular activity to high school students in a disadvantaged neighborhood. A qualitative, comprehensive approach with an inductive and phenomenological perspective was employed. We conducted a focus group at the end of the program and used conceptual categories to complete the analysis. The results revealed positive outcomes from the program related to: 1) well-being, 2) learning, 3) access to a bicycle, and 4) mobility. Favorable mechanisms encompassed: 1) the approach of adult mentors, 2) extracurricular involvement, 3) teamwork, 4) manual labor, and 5) bicycle ownership upon program completion. The mechanisms identified by the participants hold potential for improvement in future program iterations and can guide the development of similar interventions.
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Affiliation(s)
- Célia Kingsbury
- École de santé publique de l’université de Montréal
- Centre de recherche de l’Institut universitaire en santé mentale de Montréal
| | - François Bissonnette
- Département des sciences de l’activité physique de l’université du Québec à Montréal
| | - Paquito Bernard
- Centre de recherche de l’Institut universitaire en santé mentale de Montréal
- Département des sciences de l’activité physique de l’université du Québec à Montréal
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Bollenbach L, Niermann C, Schmitz J, Kanning M. Social participation in the city: exploring the moderating effect of walkability on the associations between active mobility, neighborhood perceptions, and social activities in urban adults. BMC Public Health 2023; 23:2450. [PMID: 38062419 PMCID: PMC10701942 DOI: 10.1186/s12889-023-17366-0] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Grants] [Track Full Text] [Figures] [Journal Information] [Subscribe] [Scholar Register] [Received: 03/10/2023] [Accepted: 11/28/2023] [Indexed: 12/18/2023] Open
Abstract
BACKGROUND Living in urban environments is associated with several health risks (e.g., noise, and air pollution). However, there are also beneficial aspects such as various opportunities for social activities, which might increase levels of social participation and (physically) active mobility that in turn have positive effects on health and well-being. However, how aspects of the environment, active mobility, and social participation are associated is not well established. This study investigates the moderating effect of low vs. high walkability neighborhoods on the associations between active mobility, and social participation and integrates individuals' subjective perception of the neighborhood environment they are living in. METHODS Cross-sectional data from 219 adults (48% female, mean age = 46 ± 3.8 years) from 12 urban neighborhoods (six low, six high walkability) were analyzed: First, social participation, active mobility, and subjective neighborhood perceptions were compared between people living in a low vs. high walkability neighborhood via t-tests. Second, multigroup path analyses were computed to explore potential differences in the associations between these variables in low vs. high walkability neighborhoods. RESULTS Social participation, active mobility, and subjective neighborhood perceptions didn't differ in low vs. high walkability neighborhoods (p: 0.37 - 0.71). Active mobility and subjective neighborhood perceptions were significantly stronger related to social participation in low vs. high walkability neighborhoods (active mobility in low: ß = 0.35, p < .01 vs. high: ß = 0.09, p = .36; subjective neighborhood perceptions in low: ß = 0.27, p < .01 vs. high: ß = 0.15, p = .18). CONCLUSIONS Despite living in neighborhoods with objectively different walkability, participants rated social participation and active mobility equally and perceived their neighborhoods similarly. However, zooming into the interrelations of these variables reveals that social participation of residents from low walkability neighborhoods depends stronger on active mobility and perceiving the environment positively. Positive perceptions of the environment and active mobility might buffer the objectively worse walkability. Future research should focus on underlying mechanisms and determinants of subjective neighborhood perceptions and active mobility, especially in low walkability neighborhoods.
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Affiliation(s)
- Lukas Bollenbach
- Department of Social and Health Sciences in Sport Science, University of Konstanz, Konstanz, Germany
| | - Christina Niermann
- Department of Social and Health Sciences in Sport Science, University of Konstanz, Konstanz, Germany
- Institute of Interdisciplinary Exercise Science and Sports Medicine, Medical School Hamburg, Hamburg, Germany
| | - Julian Schmitz
- Research Institute for Regional and Urban Development gGmbH, Dortmund, Germany
| | - Martina Kanning
- Department of Social and Health Sciences in Sport Science, University of Konstanz, Konstanz, Germany.
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Klos L, Burchartz A, Niessner C, Reimers AK, Thron M, Woll A, Wäsche H. Active school transport routines during school transitions: Socio-structural predictors of changes from childhood into early adulthood. Health Place 2023; 81:103005. [PMID: 37003019 DOI: 10.1016/j.healthplace.2023.103005] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [Track Full Text] [Journal Information] [Submit a Manuscript] [Subscribe] [Scholar Register] [Received: 09/16/2022] [Revised: 03/10/2023] [Accepted: 03/13/2023] [Indexed: 04/03/2023]
Abstract
The purpose of this study is to investigate socio-structural predictors of active school transport (AST) change and to explore the stability and changes of transport modes during school transitions and into early adulthood in Germany. School transport mode, urbanicity level, socioeconomic status, and migration background were assessed in 624 children (8.9 ± 1.1 years, 51% female) and 444 adolescents (14.9 ± 1.7 years, 48% female) which were followed up longitudinally six years later. The results of multinomial logistic regressions and transition probability calculations indicated that residing outside of rural areas at baseline and follow-up predicts retaining or switching to AST in adolescence. Similarly, higher socioeconomic status at baseline predicted retaining or switching to AST in early adulthood. This research suggests that transition periods are crucial understanding AST behavior and may provide new opportunities for tailored AST promotion programs for different age groups.
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Affiliation(s)
- Leon Klos
- Institute of Sports and Sports Science, Karlsruhe Institute of Technology, Engler-Bunte-Ring 15, 76131, Karlsruhe, Germany.
| | - Alexander Burchartz
- Institute of Sports and Sports Science, Karlsruhe Institute of Technology, Engler-Bunte-Ring 15, 76131, Karlsruhe, Germany.
| | - Claudia Niessner
- Institute of Sports and Sports Science, Karlsruhe Institute of Technology, Engler-Bunte-Ring 15, 76131, Karlsruhe, Germany.
| | - Anne Kerstin Reimers
- Department of Sport Science and Sport, Friedrich-Alexander-University Erlangen-Nuremberg, Gebbertstraße 123b, 91058, Erlangen, Germany.
| | - Maximiliane Thron
- Institute of Sports and Sports Science, Karlsruhe Institute of Technology, Engler-Bunte-Ring 15, 76131, Karlsruhe, Germany.
| | - Alexander Woll
- Institute of Sports and Sports Science, Karlsruhe Institute of Technology, Engler-Bunte-Ring 15, 76131, Karlsruhe, Germany.
| | - Hagen Wäsche
- Institute of Sports and Sports Science, Karlsruhe Institute of Technology, Engler-Bunte-Ring 15, 76131, Karlsruhe, Germany.
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Chandia-Poblete D, Cole-Hunter T, Haswell M, Heesch KC. The influence of air pollution exposure on the short- and long-term health benefits associated with active mobility: A systematic review. Sci Total Environ 2022; 850:157978. [PMID: 35964755 DOI: 10.1016/j.scitotenv.2022.157978] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 02/03/2022] [Revised: 08/08/2022] [Accepted: 08/08/2022] [Indexed: 06/15/2023]
Abstract
Active mobility (AM), defined as walking and cycling for transportation, can improve health through increasing regular physical activity. However, these health improvements could be outweighed by harm from inhaling traffic-related air pollutants during AM participation. The interaction of AM and air pollutants on health is complex physiologically, manifesting as acute changes in health indicators that may lead to poor long-term health consequences. The aim of this study was to systematically review the current evidence of effect modification by air pollution (AP) on associations between AM and health indicators. Studies were included if they examined associations between AM and health indicators being modified by AP or, conversely, associations between AP and health indicators being modified by AM. Thirty-three studies met eligibility criteria. The main AP indicators studied were particulate matter, ultrafine particles, and nitrogen oxides. Most health indicators studied were grouped into cardiovascular and respiratory indicators. There is evidence of a reduction by AP, mainly ultrafine particles and PM2.5, in the short-term health benefits of AM. Multiple studies suggest that long-term health benefits of AM are not negatively associated with levels of the single traffic-related pollutant NO2. However, other studies reveal reduced long-term health benefits of AM in areas affected by high levels of pollutant mixtures. We recommend that future studies adopt consistent and rigorous study designs and include reporting of interaction testing, to advance understanding of the complex relationships between AM, AP, and health indicators.
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Affiliation(s)
- Damian Chandia-Poblete
- School of Public Health and Social Work, Faculty of Health, Queensland University of Technology, Victoria Park Road, Kelvin Grove, Queensland 4059, Australia.
| | - Thomas Cole-Hunter
- Section of Environmental Health, Department of Public Health, Faculty of Health and Medical Science, University of Copenhagen, Øster Farimagsgade 5, 1353 Copenhagen, Denmark.
| | - Melissa Haswell
- School of Public Health and Social Work, Faculty of Health, Queensland University of Technology, Victoria Park Road, Kelvin Grove, Queensland 4059, Australia; Office of the Deputy Vice Chancellor (Indigenous Strategy and Services) and School of Geosciences, Faculty of Science, University of Sydney, Australia.
| | - Kristiann C Heesch
- School of Public Health and Social Work, Faculty of Health, Queensland University of Technology, Victoria Park Road, Kelvin Grove, Queensland 4059, Australia.
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Möllers A, Specht S, Wessel J. The impact of the Covid-19 pandemic and government intervention on active mobility. Transp Res Part A Policy Pract 2022; 165:356-375. [PMID: 36168545 PMCID: PMC9500093 DOI: 10.1016/j.tra.2022.09.007] [Citation(s) in RCA: 1] [Impact Index Per Article: 0.5] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [Track Full Text] [Subscribe] [Scholar Register] [Received: 04/19/2021] [Revised: 07/18/2022] [Accepted: 09/17/2022] [Indexed: 05/26/2023]
Abstract
With data from automated counting stations and controlling for weather and calendar effects, we estimate the isolated impacts of the "first wave" of Covid-19 pandemic and subsequent government intervention (contact restrictions and closures of public spaces) on walking and cycling in 10 German cities. Pedestrian traffic in pedestrian zones decreases with higher local incidence values, and with stricter government intervention. There are ambiguous effects for cycling, which decreases in cities with a higher modal share of cycling, and increases in others. Moreover, we find impact heterogeneity with respect to different weekdays and hours of the day, both for cycling and walking. Additionally, we use data on overall mobility changes, which were derived from mobile phone data, in order to estimate the modal share changes of cycling. In almost all cities, the modal share of cycling increases during the pandemic, with higher increases in non-bicycle cities and during stronger lockdown interventions.
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Affiliation(s)
- Alessa Möllers
- University of Münster, Institute of Transport Economics, Am Stadtgraben 9, 48143 Münster, Germany
| | - Sebastian Specht
- University of Münster, Institute of Transport Economics, Am Stadtgraben 9, 48143 Münster, Germany
| | - Jan Wessel
- University of Münster, Institute of Transport Economics, Am Stadtgraben 9, 48143 Münster, Germany
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Hasselder P, Brüchert T, Baumgart S, Bolte G. Destinations fostering older adults' walking for transport: a cross-sectional study from Germany. BMC Geriatr 2022; 22:219. [PMID: 35296266 PMCID: PMC8928617 DOI: 10.1186/s12877-022-02896-w] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [Track Full Text] [Download PDF] [Journal Information] [Subscribe] [Scholar Register] [Received: 08/02/2021] [Accepted: 03/01/2022] [Indexed: 11/15/2022] Open
Abstract
Background Having destinations within walking distance can encourage older people to walk. Yet, not all destinations may be equally important. Little is known about the types of destinations fostering older adults’ walking for transport in small and medium-sized towns and rural communities. The aim of this study was to explore the associations between the availability of different destinations and walking for transport among older adults living in communities with less than 100,000 inhabitants. Methods Between May and September 2019, self-reported data from 2242 older adults (≥ 65 years) living in the Metropolitan Region Northwest (Germany) were collected within the project AFOOT – Securing urban mobility of an aging population. Data from 2137 study participants were eligible for this analysis. Logistic regression models were used to investigate the relationship between the perceived destination availability of 19 different destinations within a 20-min or 10-min walk from home, respectively, and the engagement in walking for transport. Crude and adjusted models were run separately for each destination and distance category. Exploratory subgroup analyses examined the associations between the availability of destinations within a 20-min walk from home and walking for transport stratified by gender, use of a walking aid, and car availability. Results The availability of each of the investigated destinations within a 20-min walk and of nearly all of these destinations within a 10-min walk from home was significantly positively associated with walking for transport in crude models. Most associations remained significant after adjustment for covariates. The strongest associations were found for the availability of small stores, pharmacy, and bakery. The availability of a bus stop showed the weakest associations and was not significantly associated with walking for transport after adjustment for covariates. Conclusions The provision of local amenities within walking distance may be a promising approach to foster older adults’ walking for transport in smaller communities with less than 100,000 inhabitants and to enable active and healthy aging in place. Further quantitative and qualitative research is needed to validate these findings and to better understand older adults’ walking behavior. Supplementary Information The online version contains supplementary material available at 10.1186/s12877-022-02896-w.
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Affiliation(s)
- Pia Hasselder
- University of Bremen, Institute of Public Health and Nursing Research, Department of Social Epidemiology, Grazer Str. 4, 28359, Bremen, Germany. .,Health Sciences Bremen, University of Bremen, 28359, Bremen, Germany.
| | - Tanja Brüchert
- University of Bremen, Institute of Public Health and Nursing Research, Department of Social Epidemiology, Grazer Str. 4, 28359, Bremen, Germany.,Health Sciences Bremen, University of Bremen, 28359, Bremen, Germany
| | - Sabine Baumgart
- University of Bremen, Institute of Public Health and Nursing Research, Department of Social Epidemiology, Grazer Str. 4, 28359, Bremen, Germany.,ARL, Academy for Spatial Development in the Leibniz Association, Hannover, Germany
| | - Gabriele Bolte
- University of Bremen, Institute of Public Health and Nursing Research, Department of Social Epidemiology, Grazer Str. 4, 28359, Bremen, Germany.,Health Sciences Bremen, University of Bremen, 28359, Bremen, Germany
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Rokseth LS, Heinen E, Hauglin EA, Nordström T, Manum B. Reducing private car demand, fact or fiction? A study mapping changes in accessibility to grocery stores in Norway. Eur Transp Res Rev 2021; 13:39. [PMID: 38624602 PMCID: PMC8256235 DOI: 10.1186/s12544-021-00500-7] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [Grants] [Track Full Text] [Figures] [Subscribe] [Scholar Register] [Received: 02/16/2021] [Accepted: 06/25/2021] [Indexed: 04/17/2024]
Abstract
Background Travel surveys show that the amount of private car driving in Norway has increased significantly since the mid-1980s. Private car driving has for a long time been the main mode of transport for retail and service trips, and grocery shopping trips represent over 60% of the retail and service travels. Despite the growing number of studies addressing accessibility to daily destinations, to the best of the authors' knowledge there are no studies examining these issues over time. Methods This paper aims to investigate changes in accessibility to grocery stores over time and use two counties in Norway as examples. Based on GIS data at a detailed level, distances from dwellings to nearest grocery store has been examined. Findings The results from the spatial analyses reveal significant changes from 1980 to 2019: The share of the population living within 500-m from a grocery store has decreased from 55% to 34% in one of the counties examined and from 36% to 19% in the other. This indicates that the share of people living within walking distance to a local grocery store has nearly halved. With such changes in accessibility to grocery stores, increased car driving for grocery shopping should not come as a surprise. Contrary to the frequent statements about sustainable urban development and active transportation, it seems that Norway still is developing as a country that in the future will be more and not less dependent on private cars.
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Affiliation(s)
- Lillian Sve Rokseth
- Department of Architecture and Technology, Norwegian University of Science and Technology, Trondheim, Norway
| | - Eva Heinen
- Department of Architecture and Technology, Norwegian University of Science and Technology, Trondheim, Norway
- The Institute for Transport Studies, University of Leeds, Leeds, England
| | - Espen Aukrust Hauglin
- Institute of Urbanism and Landscape, the Oslo School of Architecture and Design (AHO), Oslo, Norway
| | - Tobias Nordström
- Department of Architecture and Technology, Norwegian University of Science and Technology, Trondheim, Norway
- Spacescape AB, Stockholm, Sweden
| | - Bendik Manum
- Department of Architecture and Technology, Norwegian University of Science and Technology, Trondheim, Norway
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Klous G, Kretzschmar MEE, Coutinho RA, Heederik DJJ, Huss A. Prediction of human active mobility in rural areas: development and validity tests of three different approaches. J Expo Sci Environ Epidemiol 2020; 30:1023-1031. [PMID: 31772295 DOI: 10.1038/s41370-019-0194-6] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 05/19/2019] [Revised: 09/27/2019] [Accepted: 10/15/2019] [Indexed: 06/10/2023]
Abstract
BACKGROUND/AIM Active mobility may play a relevant role in the assessment of environmental exposures (e.g. traffic-related air pollution, livestock emissions), but data about actual mobility patterns are work intensive to collect, especially in large study populations, therefore estimation methods for active mobility may be relevant for exposure assessment in different types of studies. We previously collected mobility patterns in a group of 941 participants in a rural setting in the Netherlands, using week-long GPS tracking. We had information regarding personal characteristics, self-reported data regarding weekly mobility patterns and spatial characteristics. The goal of this study was to develop versatile estimates of active mobility, test their accuracy using GPS measurements and explore the implications for exposure assessment studies. METHODS We estimated hours/week spent on active mobility based on personal characteristics (e.g. age, sex, pre-existing conditions), self-reported data (e.g. hours spent commuting per bike) or spatial predictors such as home and work address. Estimated hours/week spent on active mobility were compared with GPS measured hours/week, using linear regression and kappa statistics. RESULTS Estimated and measured hours/week spent on active mobility had low correspondence, even the best predicting estimation method based on self-reported data, resulted in a R2 of 0.09 and Cohen's kappa of 0.07. A visual check indicated that, although predicted routes to work appeared to match GPS measured tracks, only a small proportion of active mobility was captured in this way, thus resulting in a low validity of overall predicted active mobility. CONCLUSIONS We were unable to develop a method that could accurately estimate active mobility, the best performing method was based on detailed self-reported information but still resulted in low correspondence. For future studies aiming to evaluate the contribution of home-work traffic to exposure, applying spatial predictors may be appropriate. Measurements still represent the best possible tool to evaluate mobility patterns.
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Affiliation(s)
- Gijs Klous
- Julius Centre for Health Sciences and Primary Care, University Medical Centre Utrecht, Utrecht, The Netherlands.
- Institute for Risk Assessment Sciences, Division Environmental Epidemiology and Veterinary Public Health, Utrecht University, Utrecht, The Netherlands.
| | - Mirjam E E Kretzschmar
- Julius Centre for Health Sciences and Primary Care, University Medical Centre Utrecht, Utrecht, The Netherlands
- National Institute for Public Health and the Environment (RIVM), Bilthoven, The Netherlands
| | - Roel A Coutinho
- Julius Centre for Health Sciences and Primary Care, University Medical Centre Utrecht, Utrecht, The Netherlands
| | - Dick J J Heederik
- Institute for Risk Assessment Sciences, Division Environmental Epidemiology and Veterinary Public Health, Utrecht University, Utrecht, The Netherlands
| | - Anke Huss
- Institute for Risk Assessment Sciences, Division Environmental Epidemiology and Veterinary Public Health, Utrecht University, Utrecht, The Netherlands
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Heinrichs D, Jarass J. [Designing healthy mobility in cities: how urban planning can promote walking and cycling]. Bundesgesundheitsblatt Gesundheitsforschung Gesundheitsschutz 2020; 63:945-952. [PMID: 32617644 DOI: 10.1007/s00103-020-03180-1] [Citation(s) in RCA: 1] [Impact Index Per Article: 0.3] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Indexed: 01/21/2023]
Abstract
Mobility is a prerequisite for satisfying essential human needs. Work, education, social participation: all these activities generate regular journeys. Particularly in cities, however, the "side effects" of mobility such as traffic jams, traffic accidents, air pollution, noise and the resulting health effects are also evident.The planning of settlement structures, the necessary infrastructures, and the design of urban spaces are tasks of urban planning. Urban planning can have a decisive influence on the means of transport people choose, the distances they travel, and the environmental and health effects associated with these choices.This article examines how urban planning can promote alternatives to motorized individual travel. It focuses in particular on active mobility, such as cycling and walking. The paper begins by presenting the fundamental effects of everyday mobility and the resulting traffic on health. It then gives an overview of the potential for promoting active mobility in Germany and how urban planning and the factors it regulates, such as settlement density or mix of uses, influence mobility decisions. An overview of current initiatives and an in-depth presentation of planning strategies in the cities of Barcelona and Bogotá will be used to show which instruments and measures are being used.The article emphasizes that urban planning and the built environment it creates can promote walking and cycling. The examples show, however, that promising initiatives are not realised through spatial planning and the creation of infrastructure alone. Rather, they are cross-sectoral measures aimed at changing the mobility culture in cities.
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Affiliation(s)
- Dirk Heinrichs
- KfW Entwicklungsbank, Palmengartenstr. 5-9, 60325, Frankfurt, Deutschland.
| | - Julia Jarass
- Institut für Verkehrsforschung, Deutsches Zentrum für Luft- und Raumfahrt, Berlin, Deutschland
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Zuurbier M, Willems J, Schaap I, Van der Zee S, Hoek G. The contribution of moped emissions to ultrafine and fine particle concentrations on bike lanes. Sci Total Environ 2019; 686:191-198. [PMID: 31176818 DOI: 10.1016/j.scitotenv.2019.05.409] [Citation(s) in RCA: 1] [Impact Index Per Article: 0.2] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [Track Full Text] [Subscribe] [Scholar Register] [Received: 02/07/2019] [Revised: 05/22/2019] [Accepted: 05/27/2019] [Indexed: 06/09/2023]
Abstract
Although not emitting air pollution themselves, cyclists are exposed to air pollution from motorised traffic. Because of the close proximity of mopeds to cyclists, moped emissions may affect cyclist exposure. However, the quantitative contribution of mopeds to cyclists' air pollution exposures is uncertain. The aim of the research was to quantify the contribution of moped emissions to air pollution concentrations on bike lanes. Measurements of Particle Number Concentrations (PNC),1 Particulate Matter (PM)2 and Black Carbon (BC)3 on bike lanes were performed in September 2016 in four Dutch cities. Passing two- and four-stroke mopeds and other traffic were recorded and distinguished by sound by the trained field worker. One-second PNC, PM and one-minute BC concentrations were measured. Using regression analyses the contribution of passing mopeds to air pollution exposure was analysed. At 18 non-tunnel locations, two-stroke and four-stroke mopeds contributed at average 12,000 and 3000 pt./cm3 PNC per second when passing by, respectively. In a tunnel, this was 92,000 and 12,000 pt./cm3. Two- and four-strokes added 3 to 19% to total PNC at non-tunnel sites and 58% in a tunnel. Four-strokes caused at average 54% of the contribution of moped emissions to total PNC. At non-tunnel sites, the contribution of mopeds to PM was 1.2 and 0.2 μg/m3 for two- and four-strokes, respectively. In a tunnel this was 3.9 and 2.3 μg/m3. Minute-measurements of BC did not show a relation between mopeds passing by and BC. Mopeds caused substantial short-term increases in air pollution levels on bike lanes, especially in a tunnel. Two-stroke mopeds caused higher concentration peaks than four-stroke mopeds. The contribution to total air pollution concentrations of four-stroke mopeds was larger, because of the higher share of four-strokes. Because of the close proximity of mopeds to cyclists, cyclists air pollution exposure can be largely influenced by moped emissions.
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Affiliation(s)
- Moniek Zuurbier
- Public Health Services Gelderland-Midden, P.O. Box 5364, 6802 EJ, the Netherlands.
| | - Jolanda Willems
- Public Health Services Gelderland-Midden, P.O. Box 5364, 6802 EJ, the Netherlands.
| | - Iris Schaap
- Institute for Risk Assessment Sciences, Utrecht University, P.O. Box 80.178, 3508 TD Utrecht, the Netherlands
| | - Saskia Van der Zee
- Public Health Services Amsterdam, Nieuwe Achtergracht 100, 1018 WT Amsterdam, the Netherlands.
| | - Gerard Hoek
- Institute for Risk Assessment Sciences, Utrecht University, P.O. Box 80.178, 3508 TD Utrecht, the Netherlands.
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Dons E, Rojas-Rueda D, Anaya-Boig E, Avila-Palencia I, Brand C, Cole-Hunter T, de Nazelle A, Eriksson U, Gaupp-Berghausen M, Gerike R, Kahlmeier S, Laeremans M, Mueller N, Nawrot T, Nieuwenhuijsen MJ, Orjuela JP, Racioppi F, Raser E, Standaert A, Int Panis L, Götschi T. Transport mode choice and body mass index: Cross-sectional and longitudinal evidence from a European-wide study. Environ Int 2018; 119:109-116. [PMID: 29957352 DOI: 10.1016/j.envint.2018.06.023] [Citation(s) in RCA: 14] [Impact Index Per Article: 2.3] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Grants] [Track Full Text] [Subscribe] [Scholar Register] [Received: 04/13/2018] [Revised: 06/14/2018] [Accepted: 06/19/2018] [Indexed: 06/08/2023]
Abstract
BACKGROUND In the fight against rising overweight and obesity levels, and unhealthy urban environments, the renaissance of active mobility (cycling and walking as a transport mode) is encouraging. Transport mode has been shown to be associated to body mass index (BMI), yet there is limited longitudinal evidence demonstrating causality. We aimed to associate transport mode and BMI cross-sectionally, but also prospectively in the first ever European-wide longitudinal study on transport and health. METHODS Data were from the PASTA project that recruited adults in seven European cities (Antwerp, Barcelona, London, Oerebro, Rome, Vienna, Zurich) to complete a series of questionnaires on travel behavior, physical activity levels, and BMI. To assess the association between transport mode and BMI as well as change in BMI we performed crude and adjusted linear mixed-effects modeling for cross-sectional (n = 7380) and longitudinal (n = 2316) data, respectively. RESULTS Cross-sectionally, BMI was 0.027 kg/m2 (95%CI 0.015 to 0.040) higher per additional day of car use per month. Inversely, BMI was -0.010 kg/m2 (95%CI -0.020 to -0.0002) lower per additional day of cycling per month. Changes in BMI were smaller in the longitudinal within-person assessment, however still statistically significant. BMI decreased in occasional (less than once per week) and non-cyclists who increased cycling (-0.303 kg/m2, 95%CI -0.530 to -0.077), while frequent (at least once per week) cyclists who stopped cycling increased their BMI (0.417 kg/m2, 95%CI 0.033 to 0.802). CONCLUSIONS Our analyses showed that people lower their BMI when starting or increasing cycling, demonstrating the health benefits of active mobility.
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Affiliation(s)
- Evi Dons
- Centre for Environmental Sciences, Hasselt University, Martelarenlaan 42, 3500 Hasselt, Belgium; Flemish Institute for Technological Research (VITO), Boeretang 200, 2400 Mol, Belgium.
| | - David Rojas-Rueda
- ISGlobal, C/Dr. Aiguader 88, 08003 Barcelona, Spain; Universitat Pompeu Fabra (UPF), C/Dr. Aiguader 88, 08003 Barcelona, Spain; CIBER Epidemiología y Salud Pública (CIBERESP), C/Monforte de Lemos 3-5, 28029 Madrid, Spain
| | - Esther Anaya-Boig
- Centre for Environmental Policy, Imperial College London, Exhibition Road, South Kensington Campus, SW7 2AZ London, UK
| | - Ione Avila-Palencia
- ISGlobal, C/Dr. Aiguader 88, 08003 Barcelona, Spain; Universitat Pompeu Fabra (UPF), C/Dr. Aiguader 88, 08003 Barcelona, Spain; CIBER Epidemiología y Salud Pública (CIBERESP), C/Monforte de Lemos 3-5, 28029 Madrid, Spain
| | - Christian Brand
- Transport Studies Unit, University of Oxford, South Parks Road, Oxford OX1 3QY, UK
| | - Tom Cole-Hunter
- ISGlobal, C/Dr. Aiguader 88, 08003 Barcelona, Spain; Universitat Pompeu Fabra (UPF), C/Dr. Aiguader 88, 08003 Barcelona, Spain; CIBER Epidemiología y Salud Pública (CIBERESP), C/Monforte de Lemos 3-5, 28029 Madrid, Spain; Department of Environmental and Radiological Health Sciences, Colorado State University, Fort Collins, CO, USA
| | - Audrey de Nazelle
- Centre for Environmental Policy, Imperial College London, Exhibition Road, South Kensington Campus, SW7 2AZ London, UK
| | - Ulf Eriksson
- Trivector Traffic, Barnhusgatan 16, Stockholm, Sweden
| | - Mailin Gaupp-Berghausen
- University of Natural Resources and Life Sciences Vienna, Institute for Transport Studies, Peter-Jordan-Straße 82, 1190 Vienna, Austria
| | - Regine Gerike
- Dresden University of Technology, Chair of Integrated Transport Planning and Traffic Engineering, 01062 Dresden, Germany
| | - Sonja Kahlmeier
- Physical Activity and Health Unit, Epidemiology, Biostatistics and Prevention Institute, University of Zurich, Seilergraben 49, 8001 Zurich, Switzerland
| | - Michelle Laeremans
- Flemish Institute for Technological Research (VITO), Boeretang 200, 2400 Mol, Belgium; Transportation Research Institute (IMOB), Hasselt University, Wetenschapspark 5/6, 3590 Diepenbeek, Belgium
| | - Natalie Mueller
- ISGlobal, C/Dr. Aiguader 88, 08003 Barcelona, Spain; Universitat Pompeu Fabra (UPF), C/Dr. Aiguader 88, 08003 Barcelona, Spain; CIBER Epidemiología y Salud Pública (CIBERESP), C/Monforte de Lemos 3-5, 28029 Madrid, Spain
| | - Tim Nawrot
- Centre for Environmental Sciences, Hasselt University, Martelarenlaan 42, 3500 Hasselt, Belgium; Environment & Health Unit, University of Leuven, Herestraat 49, box 706, 3000 Leuven, Belgium
| | - Mark J Nieuwenhuijsen
- ISGlobal, C/Dr. Aiguader 88, 08003 Barcelona, Spain; Universitat Pompeu Fabra (UPF), C/Dr. Aiguader 88, 08003 Barcelona, Spain; CIBER Epidemiología y Salud Pública (CIBERESP), C/Monforte de Lemos 3-5, 28029 Madrid, Spain
| | - Juan Pablo Orjuela
- Centre for Environmental Policy, Imperial College London, Exhibition Road, South Kensington Campus, SW7 2AZ London, UK
| | | | - Elisabeth Raser
- University of Natural Resources and Life Sciences Vienna, Institute for Transport Studies, Peter-Jordan-Straße 82, 1190 Vienna, Austria
| | - Arnout Standaert
- Flemish Institute for Technological Research (VITO), Boeretang 200, 2400 Mol, Belgium
| | - Luc Int Panis
- Flemish Institute for Technological Research (VITO), Boeretang 200, 2400 Mol, Belgium; Transportation Research Institute (IMOB), Hasselt University, Wetenschapspark 5/6, 3590 Diepenbeek, Belgium
| | - Thomas Götschi
- Physical Activity and Health Unit, Epidemiology, Biostatistics and Prevention Institute, University of Zurich, Seilergraben 49, 8001 Zurich, Switzerland
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Vanparijs J, Int Panis L, Meeusen R, de Geus B. Characteristics of bicycle crashes in an adolescent population in Flanders (Belgium). Accid Anal Prev 2016; 97:103-110. [PMID: 27612168 DOI: 10.1016/j.aap.2016.08.018] [Citation(s) in RCA: 16] [Impact Index Per Article: 2.0] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 03/08/2016] [Revised: 08/16/2016] [Accepted: 08/17/2016] [Indexed: 06/06/2023]
Abstract
INTRODUCTION In regions where transportation is mainly motorized, air pollution and traffic congestion are rife. Active transportation such as cycling might be a solution but safety is a major concern. An efficient science based safety policy is needed. The aim of this paper is to analyze in depth the bicycle crash causes and characteristics in an adolescent population (14-18 yr). METHODS By using questionnaires for self-reported bicycle crashes, bicycle crash data were collected from insurance companies (January 2014-June 2015) and from schools (November 2013-March 2014). Six bicycle crash causes were predefined and possible differences between schools and insurance companies were analyzed. RESULTS Eighty-six school and 78 insurance registered crashes were analyzed. "Distraction of the cyclist" and "third party crossing a bicycle path failing to see the cyclist" are the main causes of bicycle crashes (both 29%). Bad (maintained) infrastructure accounted for 21% of the crash causes. Bicycle crashes reported at insurance companies needed significantly more medical attention and led to high absenteeism (57% at least one day of absenteeism). Only 21% of the bicycle crashes reported at insurance companies were also reported in the official police database. CONCLUSION The human factor was the main cause accounting for 79% of the crashes. Bicycle crashes involving a car accounted for 42% and single bicycle crashes accounted for 31% of the total number of crashes. From the bicycle crashes registered at insurance companies 21% was also registered in official police statistics. A combination of information, education and changing the bicycle specific environment might reduce the consequences of human errors more efficiently.
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Affiliation(s)
- Jef Vanparijs
- Research group of Human Physiology, Faculty of Physical Education and Physical Therapy, Vrije Universiteit Brussel, Belgium
| | - Luc Int Panis
- Flemish Institute for Technological Research (VITO), Mol, Belgium; Transportation Research Institute (IMOB), Hasselt University, Diepenbeek, Belgium
| | - Romain Meeusen
- Research group of Human Physiology, Faculty of Physical Education and Physical Therapy, Vrije Universiteit Brussel, Belgium.
| | - Bas de Geus
- Research group of Human Physiology, Faculty of Physical Education and Physical Therapy, Vrije Universiteit Brussel, Belgium
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Vanparijs J, Int Panis L, Meeusen R, de Geus B. Exposure measurement in bicycle safety analysis: A review of the literature. Accid Anal Prev 2015; 84:9-19. [PMID: 26296182 DOI: 10.1016/j.aap.2015.08.007] [Citation(s) in RCA: 55] [Impact Index Per Article: 6.1] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 03/30/2015] [Revised: 08/01/2015] [Accepted: 08/04/2015] [Indexed: 06/04/2023]
Abstract
BACKGROUND Cycling, as an active mode of transportation, has well-established health benefits. However, the safety of cyclists in traffic remains a major concern. In-depth studies of potential risk factors and safety outcomes are needed to ensure the most appropriate actions are taken to improve safety. However, the lack of reliable exposure data hinders meaningful analysis and interpretation. In this paper, we review the bicycle safety literature reporting different methods for measuring cycling exposure and discuss their findings. METHODS A literature search identified studies on bicycle safety that included a description of how cycling exposure was measured, and what exposure units were used (e.g. distance, time, trips). Results were analyzed based on whether retrospective or prospective measurement of exposure was used, and whether safety outcomes controlled for exposure. RESULTS We analyzed 20 papers. Retrospective studies were dominated by major bicycle accidents, whereas the prospective studies included minor and major bicycle accidents. Retrospective studies indicated higher incidence rates (IR) of accidents for men compared to women, and an increased risk of injury for cyclists aged 50 years or older. There was a lack of data for cyclists younger than 18 years. The risk of cycling accidents increased when riding in the dark. Wearing visible clothing or a helmet, or having more cycling experience did not reduce the risk of being involved in an accident. Better cyclist-driver awareness and more interaction between car driver and cyclists, and well maintained bicycle-specific infrastructure should improve bicycle safety. CONCLUSION The need to include exposure in bicycle safety research is increasingly recognized, but good exposure data are often lacking, which makes results hard to interpret and compare. Studies including exposure often use a retrospective research design, without including data on minor bicycle accidents, making it difficult to compare safety levels between age categories or against different types of infrastructure. Future research should focus more on children and adolescents, as this age group is a vulnerable population and is underrepresented in the existing literature.
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Affiliation(s)
- Jef Vanparijs
- Department of Human Physiology, Faculty of Physical Education and Physical Therapy, Vrije Universiteit Brussel, Belgium
| | - Luc Int Panis
- Flemish Institute for Technological Research (VITO), Mol, Belgium; Transportation Research Institute (IMOB), Hasselt University, Diepenbeek, Belgium
| | - Romain Meeusen
- Department of Human Physiology, Faculty of Physical Education and Physical Therapy, Vrije Universiteit Brussel, Belgium.
| | - Bas de Geus
- Department of Human Physiology, Faculty of Physical Education and Physical Therapy, Vrije Universiteit Brussel, Belgium
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Dekoninck L, Botteldooren D, Int Panis L. Using city-wide mobile noise assessments to estimate bicycle trip annual exposure to Black Carbon. Environ Int 2015; 83:192-201. [PMID: 26177149 DOI: 10.1016/j.envint.2015.07.001] [Citation(s) in RCA: 7] [Impact Index Per Article: 0.8] [Reference Citation Analysis] [What about the content of this article? (0)] [Affiliation(s)] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 02/21/2015] [Revised: 06/26/2015] [Accepted: 07/01/2015] [Indexed: 06/04/2023]
Abstract
Several studies have shown that a significant amount of daily air pollution exposure, in particular Black Carbon (BC), is inhaled during bicycle trips. Previously, the instantaneous BC exposure of cyclists was modeled as the sum of a background concentration and a local traffic related component based on a local assessment of traffic noise. We present a fast and low cost methodology to achieve a city-wide assessment of yearly average BC exposure of cyclists along their trips, based on a city-wide mobile noise sensing campaign. The methodology requires participatory sensing measurements of noise, partially combined with BC and/or other air pollutants sensitive to local traffic variations. The combined measurements cover the spatial and meteorological variability and provide the data for an instantaneous exposure model. The mobile noise-only measurements map the full city; and yearly meteorology statistics are used to extrapolate the instantaneous exposure model to a yearly average map of in-traffic air pollution exposure. Less than four passages at each segment along the network with mobile noise equipment are necessary to reach a standard error of 500 ng/m(3) for the yearly average BC exposure. A strong seasonal effect due to the BC background concentration is detected. The background contributes only 25% to the total trip exposure during spring and summer. During winter the background component increases to 50-60%. Engine related traffic noise along the bicyclist's route is a valid indicator of the BC exposure along the route, independent of the seasonal background. Low exposure route selection results in an exposure reduction of 35% in winter and 60% in summer, sensitive to the weather conditions, specific trip attributes and the available alternatives. The methodology is relevant for further research into the local effects of air pollution on health. Mobile noise mapping adds local traffic data including traffic dynamics into the air pollution exposure assessments. Local policy makers and urban planners can use the results to support the implementation of low exposure infrastructure, create awareness through route planners and achieve behavioral changes toward active travel modes.
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Affiliation(s)
- Luc Dekoninck
- Information Technology, Acoustics Group, Ghent University, St-Pietersnieuwstraat 41, 9000 Ghent, Belgium.
| | - Dick Botteldooren
- Information Technology, Acoustics Group, Ghent University, St-Pietersnieuwstraat 41, 9000 Ghent, Belgium.
| | - Luc Int Panis
- Flemish Institute for Technological Research (VITO), Boeretang 200, 2400 Mol, Belgium; Transportation Research Institute (IMOB) Hasselt University, Wetenschapspark 5 Bus 6, 3590 Diepenbeek, Belgium.
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