International Journal of Environmental Research and Public Health

Research

12 pages, 802 KiB

Open AccessArticle

Walk Score and Neighborhood Walkability: A Case Study of Daegu, South Korea

by Eun Jung Kim and Suin Jin

Int. J. Environ. Res. Public Health 2023, 20(5), 4246; https://doi.org/10.3390/ijerph20054246 - 27 Feb 2023

Cited by 5 | Viewed by 2547

Walking is a popular physical activity that helps prevent obesity and cardiovascular diseases. The Walk Score, which measures neighborhood walkability, considers access to nine amenities using a geographic information system but does not deal with pedestrian perception. This study aims to (1) examine [...] Read more.

Walking is a popular physical activity that helps prevent obesity and cardiovascular diseases. The Walk Score, which measures neighborhood walkability, considers access to nine amenities using a geographic information system but does not deal with pedestrian perception. This study aims to (1) examine the correlation between access to each amenity, an individual component of the Walk Score, and perceived neighborhood walkability and (2) investigate the correlation with the perceived neighborhood walkability by adding variables of pedestrian perception to the existing Walk Score components. This study conducted a survey with 371 respondents in Daegu, South Korea, between 12 October and 8 November 2022. A multiple regression model was used to examine the correlations. The results showed no association between perceived neighborhood walkability and the individual component of the Walk Score. As variables of environmental perception, the fewer hills or stairs, the more alternative walking routes, the better separation between road and pedestrians, and the richer the green space, the more people perceived their neighborhood as walkable. This study found that the perception of the built environment had a more substantial influence on perceived neighborhood walkability than the accessibility to amenities. It proved that the Walk Score should include pedestrian perception and quantitative measurement. Full article

(This article belongs to the Special Issue Second Edition of Active Commuting and Active Transportation)

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15 pages, 2637 KiB

Open AccessArticle

Convergent Validation of a Self-Reported Commuting to and from School Diary in Spanish Adolescents

by Patricia Gálvez-Fernández, Manuel Herrador-Colmenero, Pablo Campos-Garzón, Daniel Molina-Soberanes, Romina Gisele Saucedo-Araujo, María Jesús Aranda-Balboa, Amador Jesús Lara-Sánchez, Víctor Segura-Jiménez, Pontus Henriksson and Palma Chillón

Int. J. Environ. Res. Public Health 2023, 20(1), 18; https://doi.org/10.3390/ijerph20010018 - 20 Dec 2022

Cited by 3 | Viewed by 1670

Abstract

The aim of this study was to examine the convergent validity of self-reported diary times for commuting to and from school with device-measured positional data (Global Positioning System; GPS) in Spanish adolescents. Methods: Cross-sectional data were obtained from four Spanish public secondary schools [...] Read more.

The aim of this study was to examine the convergent validity of self-reported diary times for commuting to and from school with device-measured positional data (Global Positioning System; GPS) in Spanish adolescents. Methods: Cross-sectional data were obtained from four Spanish public secondary schools in 2021, comprising 47 adolescents and 141 home–school and school–home trips. Participants self-reported the time they left and arrived at home and school through a commuting diary. They wore a GPS device recording the objective time during three trips (i.e., one home–school trip and two school–home trips). Agreement between commuting diary and GPS data regarding home–school trips and school–home trips was evaluated using Bland–Altman plots. Results: Total commuting time differed by 1 min (95% limits of agreement were 16.1 min and −18.1 min) between subjective and objective measures (adolescents reported 0.8 more minutes in home–school trips and 1 more minute in school–home trips compared to objective data). Passive commuters reported 0.7 more minutes and active commuters reported 1.2 more minutes in the total commuting time compared to objective data. Conclusions: Self-reported commuting diaries may be a useful tool to obtain commuting times of adolescents in epidemiological research or when tools to measure objective times are not feasible. Full article

(This article belongs to the Special Issue Second Edition of Active Commuting and Active Transportation)

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23 pages, 1967 KiB

Open AccessArticle

Walking Behavior of Older Adults in Temuco, Chile: The Contribution of the Built Environment and Socio-Demographic Factors

by Mohammad Paydar and Asal Kamani Fard

Int. J. Environ. Res. Public Health 2022, 19(22), 14625; https://doi.org/10.3390/ijerph192214625 - 8 Nov 2022

Cited by 8 | Viewed by 2172

Abstract

The amount of walking for daily transport has decreased significantly over the last decades in Temuco, Chile. Moreover, the percentage of older adults (aged over 65) who did not meet the recommendations of at least 150 min of physical activity per week has [...] Read more.

The amount of walking for daily transport has decreased significantly over the last decades in Temuco, Chile. Moreover, the percentage of older adults (aged over 65) who did not meet the recommendations of at least 150 min of physical activity per week has increased during this time. In this regard, the present study examines the contribution of socio-demographic and built environment factors on the walking behavior of older adults in Temuco, Chile, with a view to improving their level of physical activity. A cross-sectional study was conducted among 463 older adults aged 60 years and over. Travel Diary Data taken from “Encuesta Origin Destino” (EOD) 2013, Geographic information systems (GIS), audits (PEDS with certain revisions) and finally, multiple regression analysis, were used to examine the objectives. Associations were found between the walking behavior of older adults and several socio-demographic factors, as well as several built environment factors including destination (the number of parks and the land use mix), functionality (street connectivity, length of street sections and off-street parking lots) and aesthetics (views of nature, building height, and articulation in building design). These findings should be considered by urban/transport policymakers to improve the walking behavior of older adults in this city. Full article

(This article belongs to the Special Issue Second Edition of Active Commuting and Active Transportation)

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11 pages, 383 KiB

Open AccessArticle

Perceived Neighborhood Safety and Active Transportation in Adults from Eight Latin American Countries

by Antonio Castillo-Paredes, Beatriz Iglésias, Claudio Farías-Valenzuela, Irina Kovalskys, Georgina Gómez, Attilio Rigotti, Lilia Yadira Cortés, Martha Cecilia Yépez García, Rossina G. Pareja, Marianella Herrera-Cuenca, Mauro Fisberg, Clemens Drenowatz, Paloma Ferrero-Hernández and Gerson Ferrari

Int. J. Environ. Res. Public Health 2022, 19(19), 12811; https://doi.org/10.3390/ijerph191912811 - 6 Oct 2022

Cited by 4 | Viewed by 2114

Abstract

Neighborhood built environment is associated with domain-specific physical activity. However, few studies with representative samples have examined the association between perceived neighborhood safety indicators and domain-specific active transportation in Latin America. This study aimed to examine the associations of perceived neighborhood safety with [...] Read more.

Neighborhood built environment is associated with domain-specific physical activity. However, few studies with representative samples have examined the association between perceived neighborhood safety indicators and domain-specific active transportation in Latin America. This study aimed to examine the associations of perceived neighborhood safety with domain-specific active transportation in adults from eight Latin American countries. Data were obtained from the Latin American Study of Nutrition and Health (n = 8547, aged 18–65). Active transportation (walking and cycling) was assessed using the long form of the International Physical Activity Questionnaire. Specifically, traffic density and speed as well as street lightening, visibility of residents regarding pedestrians and bicyclists, traffic lights and crosswalks, safety of public spaces during the day and at night, crime rate during the day and at night were used to evaluate perceived neighborhood safety. Slow traffic speeds, unsafe public spaces during the day, and crime during the day were associated with ≥10 min/week vs. <10 min/week of walking. Furthermore, drivers exceeding the speed limit and crime rate during the day were associated with reporting ≥10 min/week vs. <10 min/week of cycling. These results indicate a stronger association of the perceived neighborhood safety with walking compared to cycling. Full article

(This article belongs to the Special Issue Second Edition of Active Commuting and Active Transportation)

20 pages, 22102 KiB

Open AccessArticle

Do Safe Bike Lanes Really Slow Down Cars? A Simulation-Based Approach to Investigate the Effect of Retrofitting Safe Cycling Lanes on Vehicular Traffic

by Pivithuru Kalpana Nanayakkara, Nano Langenheim, Irene Moser and Marcus White

Int. J. Environ. Res. Public Health 2022, 19(7), 3818; https://doi.org/10.3390/ijerph19073818 - 23 Mar 2022

Cited by 6 | Viewed by 6784

Abstract

Cycling is a sustainable transportation mode that provides many health, economic and environmental benefits to society. Cities with high rates of cycling are better placed to address modern challenges of densification, carbon-neutral and connected 20-min neighbourhood goals. Despite the known benefits of cycling, [...] Read more.

Cycling is a sustainable transportation mode that provides many health, economic and environmental benefits to society. Cities with high rates of cycling are better placed to address modern challenges of densification, carbon-neutral and connected 20-min neighbourhood goals. Despite the known benefits of cycling, participation rates in Australian cities are critically low and declining. Frequently, this low participation rate is attributed to the dangers of Australian cycle infrastructure that often necessitates the mixing of cyclists with car traffic. In addition, residents of car-dependent Australian suburbs can be resistant to the installation of cycle infrastructure where threats to traffic flow, or decreased on-street parking availability are perceived and the prohibitive cost of reconfiguration of other infrastructure maintained by the local councils to retrofit safe bike paths. This study investigates the effects on traffic behaviour of retrofitting safe, separate cycling lanes into existing residential streets in a Melbourne suburb suitable for accessing the primary neighbourhood destinations. We utilise only the widths available on the existing roadway of these streets, with minimal incursion on other facilities, such as the vehicle network and parking. Using only the existing roadway reflects the common need for municipal asset managers to minimise disruption and costs associated with street redesign. Using a traffic simulation approach, we modelled travel demand that suits suburban trips to services and shops, and we selectively applied separate cycling lanes to suitable residential streets and varied the effect of lowering speed limits. Simulations show that the selective inclusion of safe cycling lanes in some streets leads to a mere 7% increase in the average car travel times in the worst case, while requiring cyclists to increase their travel distance only marginally to avoid streets without dedicated cycling lanes. These results demonstrate that reasonable compromises are possible to make suburbs safer for cyclists and bring them closer to the 20-min neighbourhood goal. There is significant potential to enhance the result by including more street types and alternative designs. The results can inform councils in their cycle path infrastructure decisions and disprove assumptions about the influence of cyclists on car infrastructure. Full article

(This article belongs to the Special Issue Second Edition of Active Commuting and Active Transportation)

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10 pages, 362 KiB

Open AccessArticle

Correlates of Active Commuting to School among Portuguese Adolescents: An Ecological Model Approach

by Nuno Loureiro, Vânia Loureiro, Alberto Grao-Cruces, João Martins and Margarida Gaspar de Matos

Int. J. Environ. Res. Public Health 2022, 19(5), 2733; https://doi.org/10.3390/ijerph19052733 - 26 Feb 2022

Cited by 4 | Viewed by 2117

Abstract

Active commuting to and from school can be an important contribution to improving health in adolescents. This study aimed to analyze the influence of multilevel variables of the ecological model in the active commuting of a representative sample of Portuguese adolescents. The 2018 [...] Read more.

Active commuting to and from school can be an important contribution to improving health in adolescents. This study aimed to analyze the influence of multilevel variables of the ecological model in the active commuting of a representative sample of Portuguese adolescents. The 2018 Health Behaviour in School-Aged Children questionnaire was applied to 5695 adolescents with an average age of 15.5 years old (SD ± 1.8), 53.9% of whom were girls. The associations were studied by applying chi-square tests and multivariate logistic regression models. In this study, 36.5% of the participants reported walking or cycling to school. Active commuting to school was directly associated with age (OR = 1.2; p < 0.05), strong family support (OR = 1.2; p < 0.05), a moderate to low financial level of the family (OR = 1.3; p < 0.05) and living near the school (OR = 2.4; p < 0.05). The results revealed that an adolescent’s choice to travel to and from school using an active mode of transportation increased with strong family support. As a result, promotion campaigns should consider the adolescent’s family context. Full article

(This article belongs to the Special Issue Second Edition of Active Commuting and Active Transportation)

14 pages, 2236 KiB

Open AccessArticle

Learning to Cycle: From Training Wheels to Balance Bike

by Cristiana Mercê, Marco Branco, David Catela, Frederico Lopes and Rita Cordovil

Int. J. Environ. Res. Public Health 2022, 19(3), 1814; https://doi.org/10.3390/ijerph19031814 - 5 Feb 2022

Cited by 7 | Viewed by 6284

Abstract

Background: Learning to cycle is an important milestone in a child’s life, so it is important to allow them to explore cycling as soon as possible. The use of a bicycle with training wheels (BTW) for learning to cycling is an old approach [...] Read more.

Background: Learning to cycle is an important milestone in a child’s life, so it is important to allow them to explore cycling as soon as possible. The use of a bicycle with training wheels (BTW) for learning to cycling is an old approach practiced worldwide. Most recently, a new approach using the balance bike (BB) has received increased attention, and several entities believe that this could be most efficient. Drawing on the work of Bronfenbrenner (1995) and Newel (1986), this study aimed to analyse the effect of BB’s use on the learning process of cycling independently. Methods: Data were collected in Portugal from an online structured survey between November 2019 and June 2020. Results: A total of 2005 responses were obtained for adults and children (parental response). Results revealed that when the BB’s approach was used, learning age (LA) occurred earlier (M = 4.16 ± 1.34 years) than with the BTW’s approach (M = 5.97 ± 2.16 years) (p < 0.001); or than when there was only the single use of the traditional bicycle (M =7.27 ± 3.74 years) (p < 0.001). Conclusions: Children who used the BB as the first bike had a significantly lower LA than children who did not use it (p < 0.001). To maximize its effects, the BB should be used in the beginning of the learning process. Full article

(This article belongs to the Special Issue Second Edition of Active Commuting and Active Transportation)

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12 pages, 378 KiB

Open AccessFeature PaperArticle

Association between Active Transportation and Public Transport with an Objectively Measured Meeting of Moderate-to-Vigorous Physical Activity and Daily Steps Guidelines in Adults by Sex from Eight Latin American Countries

by Diego Herreros-Irarrázabal, Juan Guzmán-Habinger, Sandra Mahecha Matsudo, Irina Kovalskys, Georgina Gómez, Attilio Rigotti, Lilia Yadira Cortés, Martha Cecilia Yépez García, Rossina G. Pareja, Marianella Herrera-Cuenca, Claudio Farías-Valenzuela, Adilson Marques, Ana Carolina B. Leme, Mauro Fisberg, Clemens Drenowatz and Gerson Ferrari

Int. J. Environ. Res. Public Health 2021, 18(21), 11553; https://doi.org/10.3390/ijerph182111553 - 3 Nov 2021

Cited by 3 | Viewed by 2441

Abstract

This study aimed to examine the associations between active transportation and public transport and the objectively measured meeting of moderate-to-vigorous physical activity (MVPA) and steps per day guidelines in adults by sex from eight Latin American countries. As part of the Latin American [...] Read more.

This study aimed to examine the associations between active transportation and public transport and the objectively measured meeting of moderate-to-vigorous physical activity (MVPA) and steps per day guidelines in adults by sex from eight Latin American countries. As part of the Latin American Study of Nutrition and Health (ELANS), data were collected from 2524 participants aged 18–65 years. MVPA and steps per day were evaluated using Actigraph GT3X accelerometers. The mode of transportation, its frequency and duration were collected using a self-reported questionnaire. The average time dedicated to active transportation was 12.8 min/day in men (IQR: 2.8–30.0) and 12.9 min/day in women (IQR: 4.3–25.7). A logistic regression analysis was conducted, showing that active transportation (≥10 min) was associated with higher odds of meeting MVPA guidelines (men: OR: 2.01; 95%CI: 1.58–2.54; women: OR: 1.57; 95%CI: 1.25–1.96). These results show a greater association when considering active transportation plus public transport (men: OR: 2.98; 95%CI: 2.31–3.91; women: OR: 1.82; 95%CI: 1.45–2.29). Active transportation plus public transport was positively associated with meeting steps per day guidelines only in men (OR: 1.55; 95%CI: 1.15–2.10). This study supports the suggestion that active transportation plus public transport is significantly associated with meeting the MVPA and daily steps recommendations. Full article

(This article belongs to the Special Issue Second Edition of Active Commuting and Active Transportation)

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