Active Commuting Research Articles

Joint associations of sedentary behavior and domain-specific physical activity on C-reactive protein in Korea

Sedentary behavior (SB) and physical activity (PA) exert opposing effects on inflammatory markers. This study examined the associations of a more subdivided combination of PA and SB with high-sensitivity C-reactive protein (hs-CRP). Using the 2014–2019 Korean National Health and Nutrition Examination Survey, this cross-sectional study analyzed 20,541 adults. The independent variables were SB, defined as ≥10 h of sitting per day, and three domains of PA: occupational PA (OPA) during work, leisure-time PA (LPA) during leisure time, and transportation PA (TPA) or active commuting. The dependent variable was hs-CRP ≥ 1.0 mg/L. Besides exploring the individual association of SB and each PA with hs-CRP, the combined association of SB and each PA with hs-CRP was also examined using multiple logistic regression. The analyses indicated that concurrent exposure to SB and OPA (odds ratio [OR] 1.36, 95% confidence interval [CI] 1.02–1.80) significantly raised the likelihood of increased hs-CRP, while SB without LPA (OR 1.26, 95% CI 1.11–1.41) or TPA (OR 1.19, 95% CI 1.08–1.31) significantly increased risk of higher hs-CRP, compared to their respective reference. The absence of non-occupational PA such as LPA or TPA combined with SB was associated with the increased hs-CRP risk, whereas OPA increased the risk when present concurrently with SB. Reducing SB and OPA while increasing LPA and TPA, is necessary to reduce inflammatory conditions.

Should organized sport characteristics be considered as a strategy for meeting physical activity guidelines in children?

A clearer understanding of the relationships between specific sport context with overall physical activity (PA) and sedentary time (ST) may contribute to the development of more accurate preventive strategies to increase children's engagement in PA. This study aimed to examine how different organized sports contributed to children's daily PA and ST. PA was measured for seven days via accelerometers, in 410 children aged 6-10 years (49.8% boys). Of those, 332 (53.0% boys) were engaged in an organized sport and were further considered for statistical analyses. Parents reported children's sport participation (e.g. which sport, number of times per week, duration). The sports were classified into: indoor vs. outdoor; individuals vs. team; combat vs. individual aesthetic vs. racing vs. invasion. Children's height and weight were objectively collected. Multiple one-way analyses of covariance were used to examine the effects of sport characteristics on PA and ST. A linear regression, adjusted for children's sex, age, body mass index and father's educational level, determined the relationship between being involved in multiple PA and sedentary behaviours with Moderate to Vigorous PA (MVPA) levels. Although engaged in an organized sport, only 30% of the children achieved the PA recommendations. Sport (compared with active commute and active play) was the best contributor to daily MVPA. Outdoor sports (vs. indoor) contributed the most to vigorous PA (VPA) and MVPA. Team sports (vs. individual) were significantly associated with lower ST. Children in combat sports accumulated more VPA and MVPA, while those in racing sports showed a higher ST. Sport participation alone does not guarantee children will reach the PA guidelines, and the type of sport can influence children's PA levels. Gender-stereotypes in sports may prevent girls from achieving their 60 minutes of MVPA daily.

Commute mode - physical activity and the possibility of change to active commuting among Japanese workers: a descriptive study by region

Changing the mode of commuting from nonactive by car or motorcycle to active by walking, cycling, or public transport is expected to benefit health. However, the proportion of nonactive commuters who can change their commute mode to active forms remains unclear. The aim of this study was to determine the proportions of nonactive commuters and of those who can change their commute mode to an active form in various regions in Japan. In this descriptive study, data were used from an online survey conducted from April to May 2021. Participants included 3,000 adults (20 to 79 years), who were registered with an online survey company. Workers were asked their means of transportation to work and commuting time. Workers using a car or motorcycle for more than 1 minute for commuting were defined as nonactive commuters, and the others were defined as active commuters. Then, nonactive commuters were asked about the possibility of changing their commute mode to active commuting (0%-100%, 11 options in 10% increments). The possibility of change was classified into four groups, i.e., impossible (0%), difficult (10%-40%), probably possible (50%-90%), and possible (100%). The proportions of nonactive commuters and nonactive commuters who can transition to active commuting were described by region. A total of 2,683 participants answered the survey, including 1,647 workers, of whom 1,551 were commuters. The nonactive commuters accounted for 41.4% of commuters overall. The proportion of nonactive commuters was higher in rural than in urban regions. The proportion of nonactive commuters who could change their commute mode was 32.9% of the nonactive commuters or 12.8% of all workers. Among the nonactive commuters, the proportion who could change their commute mode was higher in urban than in rural regions. Of the total workers, the proportion of nonactive commuters who could change their commute mode was higher in rural regions. Nonactive commuters accounted for 41.4% of all commuters. The proportion of nonactive commuters who could change their commute mode among nonactive commuters was higher in urban regions. However, in rural regions, as the proportion of nonactive commuters was high, the proportion of nonactive commuters who could change their commute mode among total workers was also high. These results suggest that some of nonactive commuters can change their commute mode from nonactive to active commuting, in rural as well as in urban regions.

Parent-child associations of sleep quality: is physical activity a confounder? The EPI-FAMILY health study

IntroductionThe incidence of sleep deprivation has increased in pediatric populations, however, the relationship with physical activity (PA) remains uncertain and lacks evidence. Although some studies have shown that parents' lifestyle habits can influence this process, one point that requires further clarification in the literature is whether parents' sleep quality is linked to that of their children and whether parents' physical activity could play an important role in these possible relationships. ObjectivesTo investigate the relationship of sleep quality between parents and children and verify the role of physical activity in this association. MethodsThis is a cross-sectional study. Sleep quality was assessed using the Mini Sleep Questionnaire. The amount of sleep was estimated by the number of hours slept. PA domains (occupational activities, leisure, and active commuting) were assessed using the Baecke questionnaire, while moderate to vigorous PA (MVPA) was assessed with an accelerometer. Socioeconomic status was obtained through a questionnaire. The relationship of sleep quality between parents and children was carried out using hierarchical models with Binary Logistic Regression, where the factors were inserted one by one (1. unadjusted model; 2. sociodemographic variables; 3. children's PA; 4. parents’ PA). ResultsThe study sample consisted of 102 children and adolescents (6–17 years), 92 mothers, and 69 fathers. Poor sleep quality of mothers was associated with their children's sleep quality (OR = 3.95; 95%CI = 1.33–11.38; P = 0.013). After inserting mothers' PA intensity into the final model, the associations remained significant (OR = 8.05; 1.33–48.59; P = 0.023). No relationship was observed between poor sleep quality of fathers and their children's sleep quality. ConclusionThe relationship between poor sleep quality of mothers and that of their children remained significant, regardless of confounding variables.

Navigating active Transit: How built environments shape commuting and leisure journeys

This study offers a nuanced investigation into the complexities of active travel behavior in low and middle-income countries (LMICs), with a specific focus on the Mumbai Metropolitan Region (MMR) in India. Utilizing a dual-method approach, the research employs Poisson regression models to analyze the frequency of active commuting and Cox proportional hazards models to explore the duration of such travel. The study reveals that urban design elements, socio-economic factors, and individual demographics collectively shape travel behavior, often in unexpected ways. Contrary to prevailing assumptions, walkable neighborhoods and enhanced public transit accessibility do not universally encourage active commuting. For example, while increased bus stop availability boosts the frequency of work-related active trips, its impact on leisure travel is minimal. Similarly, higher intersection density, generally associated with greater walkability, unexpectedly leads to longer travel durations. The study also finds that proximity to urban centers like the Central Business District exhibits a dual influence—promoting active commuting for work but slightly reducing it for leisure activities. These multifaceted findings underscore the need for more context-specific, multidimensional approaches in urban planning and policy formulation. Future research aims to expand upon these insights through quasi-experimental methods to better understand the socio-cultural, economic, and environmental intricacies influencing travel behavior in LMICs.

Environmental and Psychosocial Barriers to Active Commuting to University in a Spanish University Community

(1) Background: Climate change and a sedentary lifestyle have been associated with negative effects on global health and sustainable development. Active commuting (AC) represents an important solution for mitigating global warming and improving health. Thus, policies that encourage this behavior could have an impact on health and sustainability. Therefore, the aims of this study were (a) to describe the mode of commuting in university staff and students; (b) to analyze the influences of this behavior; and (c) to compare perceived barriers by mode of commuting. (2) Methods: A cross-sectional study with a descriptive design was conducted. In total, 384 university community members (79.4% students and 20.6% staff) were recruited via non-probability sampling and completed an online questionnaire. Mode of commuting, sociodemographic data, and perceived barriers were analyzed. (3) Results: Most of the sample commuted passively to university. This behavior was significantly higher in those who those lived in rural residences and a distance more than 15 km from the university, owned one vehicle, perceived higher psychosocial and environmental barriers, and were women. (4) Conclusions: Universities play a key role in health promotion and sustainable development. Therefore, they should design specific measures according to their characteristics, and barriers.

Effects of a similar amount of regular non-structured or competitive physical activity across late adulthood: a cross-sectional study.

Master athletes are examples of successful aging. It is not clear whether it is the competitive-oriented training or just the amount of total regular exercise that reduces the age-related decline in physiological functions. We aimed to compare health-related parameters in competitive (C) and physically active older adults (A) that performed the same weekly physical activity (PA) amount. Seventeen C and 17 A were matched for age (8 and 9 male participants under and over 70 years old respectively, for both groups) and weekly PA amount (GPAQ). Body composition, leg and arm maximal strength, balance and reaction time were measured; moreover, leg and arm exercise efficiency, estimated VO2max, and VO2/HR relationships were evaluated. Perception of life and sleep quality was also assessed through specific questionnaires (SF-36 and PSQI). The effect of group (C vs. A), age (U70 vs. O70) and their interaction was examined through a Two-Way ANOVA test. C dedicated more time to vigorous PA compared to A (p = 0.03), while less to moderate daily work (p < 0.01) and active commuting (p = 0.06). C exhibited better body composition (all p < 0.05), higher leg maximal strength (p < 0.05) and a trend for elevated arm strength (p = 0.06). Reaction time, leg and arm cycling efficiency were similar in the two groups (all p > 0.05), while balance reduced in A O70. Estimated VO2max was higher for C in leg cycling (p = 0.05) and remained constant across ages (all p > 0.05). VO2/HR relationship, life and sleep quality did not differ for groups and ages. Regular physical exercise of about 6,000 METs/week seems to have a beneficial effect on health-related parameters, both in non-structured and competitive PA, when compared to sedentary behaviour. However, the older adults engaged in competitive training exhibit further advantages: better body composition, higher arm and leg muscle strength, and higher leg VO2max. This study highlights the importance of encouraging active lifestyles for maintaining long-term health, high levels of life quality perception and reducing age-related decline. However, vigorous training suitability needs to be verified by a team of PA specialists.

ACTIVE COMMUTING TO SCHOOL, BMI, AND HEALTH-RELATED FITNESS OF PRIMARY SCHOOL STUDENTS

Active commuting is considered one of the many forms of physical activity that could increase the level of physical activity among school children. The aim of the current study was to examine the differences between the health-related fitness of school children who engage in active and passive commuting to school, and to explore the associations between active commuting to school and the health-related physical fitness of school children. A total of 152 children (58 girls and 94 boys), aged 12, from four primary schools in the Kraljevo area participated in this study. Basic anthropometric measures were taken along with eight physical fitness tests. Boys who actively commute had greater upper body muscular endurance and cardiorespiratory fitness, and girls who were active school commuters had better results in flexibility, explosive power, upper body muscular endurance, and cardiorespiratory fitness. Linear regression analysis revealed significant associations between active commuting, and abdominal strength and cardiorespiratory fitness for boys, and flexibility and upper body muscular endurance for girls. Considering these positive findings, it is recommended that future studies be conducted on a larger sample and that they include intensive educational campaigning to encourage Serbian schoolchildren to practice active commuting to and from school is likewise recommended.

Active Commuting to School among Spanish Preschool Children: A Temporal Change Study between 2013 and 2017.

Active commuting to school may increase the total daily physical activity and achieve health benefits among preschool children. Rates of active commuting to school among Spanish children and adolescents have been widely analysed, while the rates of active commuting to school among Spanish preschool children are unknown. The main objective of this study was to examine the changes in the rates of active commuting to school in a sample of Spanish preschool children between 3 and 6 years old from 2013 to 2017. Data were found from five studies carried out across Spain. The study sample comprised 4787 preschool children (4.59 ± 0.77 years old; 51% males). The overall changes in active commuting to school were assessed using multilevel logistic regression analysis. The rates of active commuting to school in Spanish preschool children are around 52%, and the active commuting to school rates have stayed stable throughout the period assessed (odds ratio from 0.40 to 0.58, all p > 0.05). In preschool children, the present study obtained a favourable result on active commuting to school, showing a pattern stability in the examined period similar to other ages. It will be of great importance to promote this behaviour to obtain high levels of active commuting to school.

Walking to work: The role of walkability around the workplace in a Dutch adult commuting population

Current evidence on neighborhood walkability and active commuting focuses on residential rather than workplace environment. This cross-sectional study investigated whether higher workplace walkability (WW) was associated with commute walking, both independently and together with residential walkability, using data from 6769 respondents of the 2017 Dutch national travel survey. In a fully adjusted logistic regression model, 10% increase in WW was associated with 32% higher odds of commute walking (Odds ratio (OR): 1.31, 95% Confidence Interval (CI: 1.27–1.36). The estimates were stronger in rural dwellers than urban residents, (ORrural 1.49, 95%CI: 1.34–1.64 vs ORhighly.urban 1.19, 95%CI: 1.13–1.26). In participants with both high residential walkability and WW, we observed 215% higher odds (OR 3.15, 95% CI: 2.48–3.99) of commute walking compared to those with low walkability in both. Our study indicated the importance and complementary nature of walkable residence and workplace in contribution to physical activity of working individuals through active commuting.

Fine particulate matter (PM2.5) exposure assessment among active daily commuters to induce behaviour change to reduce air pollution

Fine particulate matter (PM2.5), a detrimental urban air pollutant primarily emitted by traffic and biomass burning, poses disproportionately significant health risks at relatively limited exposure during commuting. Previous studies have mainly focused on fixed locations when assessing PM2.5 exposure, while neglecting pedestrians and cyclists, who often experience higher pollution levels. In response, this research aimed to independently validate the effectiveness of bicycle-mounted low-cost sensors (LCS) adopted by citizens, evaluate temporal and spatial PM2.5 exposure, and assess associated health risks in Ljubljana, Slovenia. The LCS quality assurance results, verified by co-location field tests by air quality monitoring stations (AQMS), showed comparable outcomes with an average percentage difference of 21.29 %, attributed to humidity-induced nucleation effects. The colder months exhibited the highest air pollution levels (μ = 32.31 μg/m3) due to frequent thermal inversions and weak wind circulation, hindering vertical air mixing and the adequate dispersion of pollutants. Additionally, PM2.5 levels in all sampling periods were lowest in the afternoon (μ = 12.09 μg/m3) and highest during the night (μ = 61.00 μg/m3) when the planetary boundary layer thins, leading to the trapping of pollutants near the surface, thus significantly affecting diurnal and seasonal patterns. Analysis of exposure factors revealed that cyclists were approximately three times more exposed than pedestrians. However, the toxicological risk assessment indicated a minimal potential risk of PM2.5 exposure. The collaborative integration of data from official AQMS and LCS can enhance evidence-based policy-making processes and facilitates the realignment of effective regulatory frameworks to reduce urban air pollution.

Changes in active commuting and changes in health

Abstract Background Previous studies have shown that regular physical activity through active commuting, such as walking or cycling, is positively associated with physical and mental health. However, because longitudinal within-individual studies on the association between active commuting and health are scarce, the results may have been biased due to unmeasured confounding. Additionally, information about commute length has rarely been included in studies on within-individual change in active commuting. A better understanding of the association between active commuting and health could inform public health policies and interventions to promote active transportation. Methods Using two waves (2020, T1 and 2022, T2) of self-report data from of the Finnish Public Sector study (N = 16881), we examined the association between within-individual changes in active commuting and health. Active commuting was measured by kilometers/week (i.e., by multiplying the number of walking or cycling days/week with the daily commute distance). The primary outcome, self-rated health, was measured with a single item (scale from 1=poor to 5=good) at T1 and T2. The secondary outcomes, psychological distress and sleep problems were measured only at T2 and were therefore analyzed with a between-individual model. Results After adjustment for potential time-varying confounders such as socioeconomic factors, BMI, and health behaviors, an increase of 10 additional active commuting kilometers per week was associated with a slight improvement in self-rated health (unstandardized B = 0.01, p = 0.001). No associations were observed between changes in active commuting and psychological distress or sleep problems. Conclusions This study provides evidence supporting a modest causal association between active commuting and improved health. Promoting walking or cycling to work may have potential benefits for public health, but further intervention research is needed to better understand the extent of these benefits. Key messages • The study provides evidence supporting a modest causal association between active commuting and improved self-rated health. • Promoting walking or cycling to work may have potential benefits for public health.

Active commuting and low-grade inflammation: a population-based cross-sectional study

Abstract Background Active commuting (i.e., walking and cycling to work) could have public health benefits while simultaneously fostering climate change mitigation. Current evidence suggests that regular physical activity decreases circulating C-reactive protein (CRP) levels. Yet, it is unclear whether active commuting is associated with lower CRP levels. Study aims: To explore the association between active commuting and CRP levels in working Finnish residents. Our hypothesis is that CRP levels are lower in active commuters than passive commuters. Methods A total of 6208 working Finnish residents were drawn from the FINRISK population surveys of years 1997, 2002, 2007 and 2012. We cross-sectionally analysed the association between active commuting, defined as the time spent walking or cycling to work daily, and high sensitivity (hs-) CRP serum levels in this sample. For the analyses, we used linear and additive models, and we adjusted for potential confounders. Results Participants who engaged in a minimum of 45 minutes of daily active commuting had 16.8% (95% confidence interval, CI: -25.6%, -7.0%) lower hs-CRP than passive commuters. The direction of the association in the main model was the same when active commuting lasted 15-29 minutes daily (% mean difference: -7.4; 95% CI: -14.1, -0.2), but the estimates lacked precision after adjusting for leisure-time physical activity and diet. In subgroup analyses, we observed associations for women. Conclusions High level of active commuting, at least 45 minutes a day, was associated with reduced low-grade inflammation; the association was driven by women. Key messages • Promoting active commuting could help reduce many chronic diseases. • Active modes of transport, such as walking and cycling, may not only be an alternative to motorized vehicles to decrease emissions, but they may also have public health benefits.

A fuse‐based DC circuit breaker with vacuum interrupter enhanced by an external transverse magnetic field

AbstractDue to the increasing power system capacity, the interruption of large fault currents has gradually become a major challenge in power systems. At the moment, such currents are interrupted mainly via circuit breakers based on the method of active current commutation. However, these types of circuit breakers tend to be costly and oversized. One possible alternative—a fuse‐based circuit breaker with current commutation process enhanced by an external transverse magnetic field (ETMF)—is proposed by the authors. Its main advantage lies in the fast current commutation achieved by an ETMF‐enhanced three‐stage increase of the vacuum arc voltage. The study of the current commutation process is mainly represented by the authors, and the influencing factors of the current commutation—contact opening speed and ETMF current—are discussed. At last, the proposed circuit breaker is verified by an experiment, whose results show that a short‐circuit current of 42 kA can be interrupted within just 2 ms.

Association Between Active Commuting and Cardiometabolic Diseases in Primary Health Care Users

Association Between Active Commuting and Cardiometabolic Diseases in Primary Health Care Users

S8-4 Reaching beyond competitive sports. How International Sports Federation can use their main competitions to promote physical activity. A World Athletics pilot project

Abstract Purpose International Sports Federations (IF) are global governing bodies for each respective sport and their main duties are to organize international competitions, regulate and promote their sport. Despite their objective of promoting sports participation, their activity mostly focused on competitive/elite sports so far. International competitions not only represent the epitome of each sport but could also be used as an opportunity to improve the health of those living in the hosting city or the staff working for the local organising committee (LOC). The purpose of this pilot project was to measure the benefits of active commuting (AC) and leisure time physical activity (LTPA) of the staff involved in the World Athletics Championships Oregon22 during the two weeks of competition. Project description World Athletics partnered with StravaMetro□ to measure AC between official accommodation and competition venues, as well as the staff LTPA, during the Championships. Before the event, World Athletics staff was briefed on the project purposes and given information on AC options available in Eugene (pedestrian and cycling paths, bike rental). Staff members were encouraged to record their AC and LTPA through the Strava App. During the 2 weeks, a total of 18,656 walking/running trips (both AC and LTPA) were recorded in Eugene. This represents a 225.4% increase compared to the same period of the previous year. Furthermore, 2690 cycling commuting trips were recorded, representing a 143% increase. Conclusions This pilot project demonstrates that IF can efficiently use their main events to promote AC and LTPA to their staff and the workforce involved. Encouraging AC, improves the health of those active, reduces traffic related air pollution, road traffic, and transportation costs for the LOC. An upscaled approach adopted in the early phase of the event planning, involving spectators would amplify observed results and their health-related benefits. The post analysis by StravaMetro□ of the walking and cycling routes used by staff and spectators can also allow the host city to better define and create protected routes which represent a tangible legacy. These objectives require a strong collaboration between the IF, LOC, city government and the national institutions promoting AC and HEPA.

O.5.1-5 Influence of the parental perception of the neighborhood environment on physical activity and active school commuting in Ecuadorian children

Abstract Purpose Physical inactivity among children is considered a multidimensional problem. This study examines the relationships between parents' perceptions of the neighborhood environment with physical activity (PA) and active school commuting among urban children from Cuenca-Ecuador. Methods A cross-sectional study was conducted between October 2018 and March 2019 among 1028 children (8 to 12 years old) and their parents/guardians. Children's PA levels were objectively measured using accelerometers (Actigraph). Parent's perceptions of their neighborhood aesthetics, traffic, and crime hazards were assessed using the Neighborhood Environment Walkability Scale for Youth (NEWS-Y) parent version. Active school commuting (ASC) was evaluated using a validated tool applied to the children. Children who reported walking or using a bicycle to commute to and from school five days a week were classified as active commuters. Multivariate ordinary least squares and logistic regressions models were performed to determine associations between parents' perceptions of the neighborhood environment with PA and ASC, respectively. Results Complete data were available from 711 children (52% female) and 521 parents. The parental perceptions of the neighborhood aesthetics (Mean: 2.68; DE:0.75) and traffic hazards (Mean: 2.44; DE:0.44) were not associated with children's physical activity. Neighborhood crime safety (Mean:2.64; DE:0.74) score was negatively associated with the children's vigorous physical activity (Mean:14.50 minutes/day; DE:8.66) level (β = -1.52 minutes/day; DE = 0.52; p &amp;lt; 0.004). After adjusting for walking distance and car ownership, parental perception of neighborhood aesthetics, traffic, and crime hazards were not associated with ASC. Conclusions Crime hazard was identified as the main barrier to children's vigorous PA. The neighborhood environment seems not to be associated with children's ASC. Future studies should identify the determinants for ASC, and comprehensive policies are urgently needed to overcome crime hazards in Ecuador Funding source Universidad de Cuenca, Universidad Politécnica Salesiana Sede Cuenca.

Analysis of the quality of bicycle paths and their relationship with bicycle use in Florianópolis

Bike lines are important structures in cities to promote active commuting. Thus, understanding the information inherent to its quality can help to understand its effects on human behavior. Assessing the quality of the bike paths in Florianopolis was the goal, using the QualiCiclo instrument and the SOPARC instrument for use profile. A total of 38 axes of cycle paths with 54 km of length were selected, and the qualitative analysis was classified as sufficient, with an overall average of 1.61 points. Observed 6,113 cyclists of which the majority were men, adults and in moderate intensity and better-quality bike paths have a greater number of cyclists (50.5%). Logistic regression analyzes showed that, usually, young people are less likely (OR:0.40; 95%CI: 0.24-0.67) to use bicycle paths classified as “good”. When observed by category, there is a greater chance of women using bike paths that have “good/excellent” quality of infrastructure and “sufficient” and “good/excellent” quality of signage. It is concluded that Florianopolis has an adequate network of cycle paths, however, the distribution of structures and cycle path connection is irregular between the regions of the city. A higher quality of bicycle path structures can promote greater use by women and the elderly, groups that perform less physical activity.

Do economic incentives promote physical activity? Evidence from the London Congestion Charge

Abstract This study investigates the impact of economic incentives on travel-related physical activity, leveraging the London Congestion Charge’s disincentivising of sedentary travel modes via increasing the cost of private car use within Central London. The scheme imposes charges on most types of cars entering, exiting, and operating within the Central London area, while individuals living inside the charging zone are eligible for a 90% reduction in congestion charges. Geographical location information provides the full-digit postcode data necessary to precisely identify the eligibility for the discount of participants in the London Travel Demand Survey for the period 2005–2011. Using a boundary regression-discontinuity design reveals a statistically significantly positive impact on active commuting (i.e. cycling and walking) around the border of the charging zone. The effect is larger for lower-income households and car owners. The findings are robust against multiple specifications and validation tests.

Environmental vs psychosocial barriers to active commuting to university: which matters more?

ObjectivesThe aims of this study were (1) to examine the differences in the mode of commuting and barriers to active commuting to university between the sexes (men and women) and in different countries (Chile and Spain); and (2) to analyse the association between the mode of commuting and the perceived barriers for male and female university students in Chile and Spain. Study designThis cross-sectional study took place between April 2017 and May 2018 in Chile and Spain. MethodsThe study population included 2269 university students (53.0% women). The mode of commuting and barriers to active commuting to university were assessed by a self-reported questionnaire. Multinomial logistic regression analysis was used to examine the associations. ResultsIn both sexes, public and private transport were the main modes of commuting used in Chile and Spain, respectively, followed by active commuting in all participants, except for female students in Spain. Women perceived more environmental and psychosocial barriers compared to men (Chile: P < 0.001; Spain: P = 0.006). Perceived environmental barriers showed higher significant differences between students in Chile and Spain (P < 0.05). Private commuters reported a larger proportion of psychosocial barriers compared to active commuters (Chile: men P = 0.001, women P < 0.001; Spain: men P < 0.001, women P = 0.036). ConclusionsThe study findings suggest that the mode of commuting and the barriers to active commuting to university may be influenced by sex and country.