Transport-related Walking Research Articles

International comparisons of the associations between objective measures of the built environment and transport-related walking and cycling: IPEN Adult Study.

Mounting evidence documents the importance of urban form for active travel, but international studies could strengthen the evidence. The aim of the study was to document the strength, shape, and generalizability of relations of objectively measured built environment variables with transport-related walking and cycling. This cross-sectional study maximized variation of environments and demographics by including multiple countries and by selecting adult participants living in neighborhoods based on higher and lower classifications of objectively measured walkability and socioeconomic status. Analyses were conducted on 12,181 adults aged 18-66 years, drawn from 14 cities across 10 countries worldwide. Frequency of transport-related walking and cycling over the last seven days was assessed by questionnaire and four objectively measured built environment variables were calculated. Associations of built environment variables with transport-related walking and cycling variables were estimated using generalized additive mixed models, and were tested for curvilinearity and study site moderation. We found positive associations of walking for transport with all the environmental attributes, but also found that the relationships was only linear for land use mix, but not for residential density, intersection density, and the number of parks. Our findings suggest that there may be optimum values in these attributes, beyond which higher densities or number of parks could have minor or even negative impact. Cycling for transport was associated linearly with residential density, intersection density (only for any cycling), and land use mix, but not with the number of parks. Across 14 diverse cities and countries, living in more densely populated areas, having a well-connected street network, more diverse land uses, and having more parks were positively associated with transport-related walking and/or cycling. Except for land-use-mix, all built environment variables had curvilinear relationships with walking, with a plateau in the relationship at higher levels of the scales.

Public transit use and physical activity in community-dwelling older adults: Combining GPS and accelerometry to assess transportation-related physical activity

Abstract Background Emerging evidence shows that public transit use is associated with greater physical activity levels in adults through higher levels of transportation-related walking. However, little is known about the health benefits of public transit use in older adults. Purpose To assess transportation-related and overall physical activity in community-dwelling older adults from downtown Vancouver, a highly walkable area with good access to public transit. Methods Older adults (65% female; 70.3±0.5 years) from downtown Vancouver wore accelerometers (ActiGraph GT3X+, 1 s epoch) and GPS (QStarz BT-Q1000XT, 1 s epoch) for 7 days in Fall 2012. We identified trips from time-aligned GPS and accelerometry data ( n =2973 trips made by n =178 individuals) and calculated trip duration, distance, speed, and transportation-related moderate-to-vigorous physical activity (MVPA; minutes). We assessed between-mode differences and associations using multilevel linear regression analyses. Results Walk trips were most common ( n =1800; 61%), followed by car trips ( n =746; 25%), public transit trips ( n =310; 10%) and bicycling trips ( n =117; 4%). Overall, public transit trips accrued similar amounts of MVPA compared with walk trips (median: 5.5 vs. 4.8 min). Nearly all participants walked ( n =175/178), but less than half used public transit ( n =74/178). In transit users, daily MVPA was significantly lower on days on which they did not use transit compared with days when they did (47.6 vs. 56.3 minutes), which was almost entirely explained by differences in transportation-related MVPA between those days (difference: 7 minutes). Conclusions Active transportation, including public transit use, may contribute meaningfully to daily physical activity levels in community-dwelling older adults.

Safe RESIDential Environments? A longitudinal analysis of the influence of crime-related safety on walking.

BackgroundNumerous cross-sectional studies have investigated the premise that the perception of crime will cause residents to constrain their walking; however the findings to date are inconclusive. In contrast, few longitudinal or prospective studies have examined the impact of crime-related safety on residents walking behaviours. This study used longitudinal data to test whether there is a causal relationship between crime-related safety and walking in the local neighbourhood.MethodsParticipants in the RESIDential Environments Project (RESIDE) in Perth, Australia, completed a questionnaire before moving to their new neighbourhood (n = 1813) and again approximately one (n = 1467), three (n = 1230) and seven years (n = 531) after relocating. Self-report measures included neighbourhood perceptions (modified NEWS items) and walking inside the neighbourhood (min/week). Objective built environmental measures were generated for each participant’s 1600 m neighbourhood at each time-point, and the count of crimes reported to police were generated at the suburb-level for the first three time-points only. The impact of crime-related safety on walking was examined in SAS using the Proc Mixed procedure (marginal repeated measures model with unrestricted variance pattern). Initial models controlled for demographics, time and self-selection, and subsequent models progressively adjusted for other built and social environment factors based on a social ecological model.ResultsFor every increase of one level on a five-point Likert scale in perceived safety from crime, total walking within the local neighbourhood increased by 18.0 min/week (p = 0.000). This relationship attenuated to an increase of 10.5 min/week after accounting for other built and social environment factors, but remained significant (p = 0.008). Further analyses examined transport and recreational walking separately. In the fully adjusted models, each increase in safety from crime was associated with a 7.0 min/week increase in recreational walking (p = 0.009), however findings for transport walking were non-significant. All associations between suburb-level crime and walking were non-significant.ConclusionsThis study provides longitudinal evidence of a potential causal relationship between residents’ perceptions of safety from crime and recreational walking. Safety perceptions appeared to influence recreational walking, rather than transport-related walking. Given the popularity of recreational walking and the need to increase levels of physical activity, community social and physical environmental interventions that foster residents’ feelings of safety are likely to increase recreational walking and produce public health gains.Electronic supplementary materialThe online version of this article (doi:10.1186/s12966-016-0343-4) contains supplementary material, which is available to authorized users.

Engaging communities in changing the environment to promote transport-related walking: Evaluation of route use in the ‘Fitter for Walking’ project

Abstract Promoting walking for transport may help to increase physical activity levels. Associations between the built environment and walking for transport have been well reported. Engaging communities in making small-scale changes to local routes is one potential low-cost strategy to improve neighbourhood environments. The purpose of this study was to evaluate changes in pedestrian use of local routes following environmental changes made by communities and local authorities (LAs) in the ‘Fitter for Walking’ (FFW) project, to assess route users’ awareness of the environmental improvements which were implemented and to make recommendations for future evaluation. FFW targeted deprived communities in twelve LA areas in England. Coordinators worked with communities and LA partners to improve local route environments based on identified barriers to walking. Route user counts and intercept surveys were conducted in five FFW case studies at baseline, 12 months and 14–20 months after the project activities had commenced. A wide range of environmental improvements were undertaken. After 12 months, there was a decrease in pedestrian route use overall (−19.4%) and in four case studies (range −42.1% to −10.4%). However, after 14–20 months, an increase in pedestrian route user overall (14.9%) and in all case studies (range 5.4–58.9%) was observed compared to baseline. Route users’ awareness of environmental improvements made to routes varied across case studies and was very low for some of the improvements which had been made. Engaging communities in making small-scale environmental improvements to key routes in local neighbourhoods may be an effective, low-cost strategy for increasing walking for transport. Increasing the number of people walking on newly improved routes may take a long time and require additional promotional initiatives. Evaluating these types of initiatives is challenging. These factors should be considered by health and transport professionals developing initiatives and by researchers interested in measuring behaviour change.

Association between walking time and perception of built environment among urban adults in Hangzhou

To explore the association between walking time and the perception of built environment among local adults in Hangzhou. Through multistage stratified random sampling, a total of 1 440 urban residents aged 25-59 years were surveyed in Hangzhou by face-to face interview in 2012. The international physical activity questionnaire-long version (IPAQ-L) was used to assess the physical activity levels, including walking time in the past week. Neighborhood Environment Walkability Scale-Abbreviated (NEWS-A) was used to obtain information about their perception of built environment. Multiple logistic regression was applied to estimate the relationship between waking and the perception of built environment. Among the local adults in Hangzhou, the median of total physical activity was 2 766 met·min⁻¹·week⁻¹, the average walking time per week was 90 min for leisure and 100 min for transportation respectively. After controlling the age, marital status, BMI, educational level, employment, community type and the total PA scores, the leisure-time walking was negatively related to the accessibility to stores, facilities and other things for both man (OR=0.764, 95% CI: 0.588-0.992) and woman (OR=0.633, 95% CI: 0.481-0.833). In sex specific analysis, the leisure-time walking was negatively related with the residential density (OR=0.997, 95% CI: 0.996-0.999) while transportation related walking was positively related with walking/cycling way scores (OR=1.537, 95% CI: 1.138-2.075) in females. In contrast, there were no significant associations between perception of built environment and transportation related walking in males. Improving the built environment, such as the walking/cycling way, might be useful to increase the transportation related walking time for adults. The sex specific differences need to be considered in the environment intervention for walking promotion.

Developing a research and practice tool to measure walkability: a demonstration project.

Growing evidence shows that higher-density, mixed-use, pedestrian-friendly neighbourhoods encourage active transport, including transport-related walking. Despite widespread recognition of the benefits of creating more walkable neighbourhoods, there remains a gap between the rhetoric of the need for walkability and the creation of walkable neighbourhoods. Moreover, there is little objective data to benchmark the walkability of neighbourhoods within and between Australian cities in order to monitor planning and design intervention progress and to assess built environment and urban policy interventions required to achieve increased walkability. This paper describes a demonstration project that aimed to develop, trial and validate a 'Walkability Index Tool' that could be used by policy makers and practitioners to assess the walkability of local areas; or by researchers to access geospatial data assessing walkability. The overall aim of the project was to develop an automated geospatial tool capable of creating walkability indices for neighbourhoods at user-specified scales. The tool is based on open-source software architecture, within the Australian Urban Research Infrastructure Network (AURIN) framework, and incorporates key sub-component spatial measures of walkability (street connectivity, density and land use mix). Using state-based data, we demonstrated it was possible to create an automated walkability index. However, due to the lack of availability of consistent of national data measuring land use mix, at this stage it has not been possible to create a national walkability measure. The next stage of the project is to increase useability of the tool within the AURIN portal and to explore options for alternative spatial data sources that will enable the development of a valid national walkability index. AURIN's open-source Walkability Index Tool is a first step in demonstrating the potential benefit of a tool that could measure walkability across Australia. It also demonstrates the value of making accurate spatial data available for research purposes. SO WHAT?: There remains a gap between urban policy and practice, in terms of creating walkable neighbourhoods. When fully implemented, AURIN's walkability tool could be used to benchmark Australian cities against which planning and urban design decisions could be assessed to monitor progress towards achieving policy goals. Making cleaned data readily available for research purposes through a common portal could also save time and financial resources.

Using manipulated photographs to identify features of streetscapes that may encourage older adults to walk for transport.

Experimental evidence of environmental features important for physical activity is challenging to procure in real world settings. The current study aimed to investigate the causal effects of environmental modifications on a photographed street's appeal for older adults' walking for transport. Secondly, we examined whether these effects differed according to gender, functional limitations, and current level of walking for transport. Thirdly, we examined whether different environmental modifications interacted with each other. Qualitative responses were also reported to gain deeper insight into the observed quantitative relationships. Two sets of 16 panoramic photographs of a streetscape were created, in which six environmental factors were manipulated (sidewalk evenness, traffic level, general upkeep, vegetation, separation from traffic, and benches). Sixty older adults sorted these photographs on appeal for walking for transport on a 7-point scale and reported qualitative information on the reasons for their rankings. Sidewalk evenness appeared to have the strongest influence on a street's appeal for transport-related walking. The effect of sidewalk evenness was even stronger when the street's overall upkeep was good and when traffic was absent. Absence of traffic, presence of vegetation, and separation from traffic also increased a street's appeal for walking for transport. There were no moderating effects by gender or functional limitations. The presence of benches increased the streetscape's appeal among participants who already walked for transport at least an hour/week. The protocols and methods used in the current study carry the potential to further our understanding of environment-PA relationships. Our findings indicated sidewalk evenness as the most important environmental factor influencing a street's appeal for walking for transport among older adults. However, future research in larger samples and in real-life settings is needed to confirm current findings.

Relationship between neighborhood walkability and older adults' physical activity: results from the Belgian Environmental Physical Activity Study in Seniors (BEPAS Seniors).

BackgroundAdequate knowledge on environmental correlates of physical activity (PA) in older adults is needed to develop effective health promotion initiatives. However, research in this age group is scarce and most existing studies were conducted in North America. The present study aimed to examine relationships between GIS-based neighborhood walkability and objective and self-reported PA in community-dwelling Belgian older adults. Furthermore, moderating effects of neighborhood income levels were investigated.MethodsThe Belgian Environmental Physical Activity Study (BEPAS) for Seniors is a cross-sectional study in older adults (≥65 yrs) and was conducted between October 2010 and September 2012. Data from 438 older adults living in 20 neighborhoods across Ghent (Belgium) were analyzed. Stratification of selected neighborhoods was based upon objective walkability and neighborhood income. Participants wore an accelerometer during seven consecutive days to obtain objective levels of moderate-to-vigorous physical activity (MVPA). Self-reported levels of transportation walking/cycling and recreational walking/cycling were assessed using the International Physical Activity Questionnaire (long, last 7 days version) adapted for the elderly. Multi-level regression analyses were conducted.ResultsFindings showed a positive relationship between neighborhood walkability and weekly minutes of older adults’ self-reported walking for transportation (B = 4.63 ± 1.05;p < 0.001) and a negative relationship between walkability and accelerometer-derived low-light PA (B = −1.38 ± 0.62;p = 0.025). Walkability was not related to any measure of recreational PA. A walkability x income interaction was found for accelerometer-derived MVPA (B = -1.826 ± 1.03;p = 0.075), showing only a positive association between walkability and MVPA in low-income neighborhood residents.ConclusionsThis was the first European study to examine walkability-PA relationships in older adults. These Belgian findings suggest that a high neighborhood walkability relates to higher levels of older adults’ transport-related walking. As transport-related walking is an accessible activity for older adults and easy to integrate in their daily routine, policy makers and health promoters are advised to provide sufficient destinations and pedestrian-friendly facilities in the close vicinity of older adults’ residences, so short trips can be made by foot. Neighborhood income moderated the relationship between walkability and objectively-measured MVPA. Increasing total MVPA levels in older adults should be a key topic in development of promotion initiatives and special attention should be paid to low-income neighborhood residents.

An In-depth Pilot Study on Patterns, Destinations, and Purposes of Walking in Hong Kong Older Adults

Walking is a suitable activity for older adults and has physical and mental health benefits. To devise interventions that impact levels of walking it is necessary to first understand the purposes for which people walk and the destinations to which they walk. Using a 7-day diary and accelerometry, this study investigated destinations and purposes of walking in older adult residents of an ultra-dense Asian city. Participants reported an average of 17.1 walking trips per week and total weekly accelerometer/diary determined trip walking time averaged 735 min per week; much higher than reported for older adults in non-Asian settings. The most common destinations were within the neighborhood: parks and streets for recreation walking and shops and eating places for transport-related walking. Errands and eating were the most common purposes for transportation trips. The study results can help inform urban design to encourage walking.

Gender-Specific Associations between Perceived Neighbourhood Walkability and Meeting Walking Recommendations When Walking for Transport and Recreation for Czech Inhabitants over 50 Years of Age

Few studies have investigated the different effects that the built environment may have on the physical activity behaviours of men and women. Therefore, the aim of this study was to estimate the gender differences in meeting walking recommendations in relation to perceived neighbourhood walkability attributes within the active transportation and leisure-time domains for Czech inhabitants over 50 years of age. The sample included 1,417 men and 1,422 women who were randomly selected. The Abbreviated Neighbourhood Environment Walkability Scale (ANEWS) was used to obtain information about the perceived environment. The self-administered long version of the IPAQ was used to assess physical activity levels. When walking for transport, men living in neighbourhoods with high street connectivity (OR = 1.47, CI = 1.04–2.9) and higher traffic and crime safety (OR = 1.28, CI = 1.02–1.6) and women living in neighbourhoods with high proximity (OR = 1.36, CI = 1.04–1.77) and high neighbourhood aesthetics (OR = 1.36, CI = 1.04–1.76) were more likely to meet recommended levels of walking. No environmental attributes were found to significantly influence the accomplishment of walking recommendations by men or women when walking for leisure. The study results indicate the gender-specific associations between transportation-related walking and the environment factors. The consideration of those factors in the design of gender-specific walking interventions for Czech inhabitants may help the interventions to be more effective in promotion of physical activity.

Environmental perceptions as mediators of the relationship between the objective built environment and walking among socio-economically disadvantaged women.

BackgroundWomen living in socio-economically disadvantaged neighbourhoods are at increased risk for physical inactivity and associated health outcomes and are difficult to reach through personally tailored interventions. Targeting the built environment may be an effective strategy in this population subgroup. The aim of this study was to examine the mediating role of environmental perceptions in the relationship between the objective environment and walking for transportation/recreation among women from socio-economically disadvantaged neighbourhoods.MethodsBaseline data of the Resilience for Eating and Activity Despite Inequality (READI) study were used. In total, 4139 women (18–46 years) completed a postal survey assessing physical environmental perceptions (aesthetics, neighbourhood physical activity environment, personal safety, neighbourhood social cohesion), physical activity, and socio-demographics. Objectively-assessed data on street connectivity and density of destinations were collected using a Geographic Information System database and based on the objective z-scores, an objective destinations/connectivity score was calculated. This index was positively scored, with higher scores representing a more favourable environment. Two-level mixed models regression analyses were conducted and the MacKinnon product-of-coefficients test was used to examine the mediating effects.ResultsThe destinations/connectivity score was positively associated with transport-related walking. The perceived physical activity environment mediated 6.1% of this positive association. The destinations/connectivity score was negatively associated with leisure-time walking. Negative perceptions of aesthetics, personal safety and social cohesion of the neighbourhood jointly mediated 24.1% of this negative association.ConclusionFor women living in socio-economically disadvantaged neighbourhoods, environmental perceptions were important mediators of the relationship between the objective built environment and walking. To increase both transport-related and leisure-time walking, it is necessary to improve both objective walkability-related characteristics (street connectivity and proximity of destinations), and perceptions of personal safety, favourable aesthetics and neighbourhood social cohesion.

Walking for transportation in Hong Kong Chinese urban elders: a cross-sectional study on what destinations matter and when

BackgroundWalking for transport can contribute to the accrual of health-enhancing levels of physical activity in elders. Identifying destinations and environmental conditions that facilitate this type of walking has public health significance. However, most findings are limited to Western, low-density locations, while a larger proportion of the global population resides in ultra-dense Asian metropolises. We investigated relationships of within-neighborhood objectively-measured destination categories and environmental attributes with walking for transport in 484 elders from an ultra-dense metropolis (Hong Kong).MethodsWe estimated relationships of diversity (number of different types) and prevalence of within-neighborhood destination categories (environmental audits of 400 m buffers surrounding residential addresses) with transport-related walking (interviewer–administered questionnaire) in 484 Chinese-speaking elders able to walk unassisted and living in 32 neighborhoods stratified by socio-economic status and transport-related walkability. We examined the moderating effects of safety and pedestrian infrastructure-related neighborhood attributes on destination-walking associations.ResultsParticipants reported on average 569 and 254 min/week of overall and within-neighborhood walking for transport, respectively. The prevalence of public transit points and diversity of recreational destinations were positively related to overall walking for transport. The presence of a health clinic/service and place of worship, higher diversity in recreational destinations, and greater prevalence of non-food retails and services, food/grocery stores, and restaurants in the neighborhood were predictive of more within-neighborhood walking for transport. Neighborhood safety-related aspects moderated the relationship of overall walking for transport with the prevalence of public transit points, this being positive only in safe locations. Similar moderating effects of safety-related attributes were observed for the relationships of within-neighborhood walking for transport with diversity of recreational and entertainment destinations. Pedestrian-infrastructure attributes acted as moderators of associations of within-neighborhood walking for transport with prevalence of commercial destination categories. Composite destinations indices consisting of destination categories related to the specific measures of walking were positively associated with walking for transport.ConclusionsThe availability of both non-commercial and commercial destinations may promote within-neighborhood walking for transport, while recreational facilities and public transit points may facilitate overall walking for transport. However, destination-rich areas need to also provide adequate levels of personal safety and a physically-unchallenging pedestrian network.

Built environment and dog walking behavior among Japanese dog owners

Built environment and dog walking behavior among Japanese dog owners

Changing the environment to promote transport-related walking: Evaluation of the ‘Fitter for Walking’ project

Changing the environment to promote transport-related walking: Evaluation of the ‘Fitter for Walking’ project

The influence of urban design on neighbourhood walking following residential relocation: Longitudinal results from the RESIDE study

The design of urban environments has the potential to enhance the health and well-being of residents by impacting social determinants of health including access to public transport, green space and local amenities. Commencing in 2003, RESIDE is a longitudinal natural experiment examining the impact of urban planning on active living in metropolitan Perth, Western Australia. Participants building homes in new housing developments were surveyed before relocation (n = 1813; 34·6% recruitment rate); and approximately 12 months later (n = 1437). Changes in perceived and objective neighbourhood characteristics associated with walking following relocation were examined, adjusted for changes in demographic, intrapersonal, interpersonal and baseline reasons for residential location choice. Self-reported walking was measured using the Neighbourhood Physical Activity Questionnaire. Following relocation, transport-related walking declined overall (p < 0.001) and recreational walking increased (p < 0.001): access to transport- and recreational destinations changed in similar directions. However, in those with increased access to destinations, transport-related walking increased by 5.8 min/week for each type of transport-related destination that increased (p = 0.045); and recreational walking by 17.6 min/week for each type of recreational destination that increased (p = 0.070). The association between the built environment and recreational walking was partially mediated by changes in perceived neighbourhood attractiveness: when changes in ‘enjoyment’ and ‘attitude’ towards local walking were removed from the multivariate model, recreational walking returned to 20.1 min/week (p = 0.040) for each type of recreational destination that increased. This study provides longitudinal evidence that both transport and recreational-walking behaviours respond to changes in the availability and diversity of local transport- and recreational destinations, and demonstrates the potential of local infrastructure to support health-enhancing behaviours. As neighbourhoods evolve, longer-term follow-up is required to fully capture changes that occur, and the impact on residents. The potential for using policies, incentives and infrastructure levies to enable the early introduction of recreational and transport-related facilities into new housing developments warrants further investigation.

Test-Retest Reliability of Transport-Related Physical Activity Performed During the Lifetime

One of the convenient ways to achieve recommended levels of physical activity is through 'active transport,' such as walking or cycling to and from work or school. Although studies have shown that participants can reliably recall information about recent transport-related physical activity, it is not known if the reliability remains high when asking about lifetime behavior. This study tested the reliability of questions that collect information about transport-related physical activity performed over the lifetime. Participants were asked to complete self-administered questions about transport-related physical activity on 2 separate occasions. The questions asked about cycling and walking to and from work and/or school during 3 age periods: 15-24 years, 25-39 years, and 40 years and above. A lifetime average was also calculated for cycling, walking, and total activity. There was fair to good test-retest reliability of the age-period specific questions for transport-related cycling (ICCs from 0.65-0.74), walking (ICCs from 0.44-0.58), and total activity (ICCs from 0.57-0.66). The reliability of the lifetime averages were also fair to good (ICCs from 0.58-0.70). The questions tested in this study have moderate reliability, and appear to be useful questions for measuring lifetime transport-related physical activity.

Ageing in an ultra-dense metropolis: perceived neighbourhood characteristics and utilitarian walking in Hong Kong elders.

The neighbourhood built environment may affect walking behaviour of elders. However, such effects remain underexplored, especially in an Asian context. We examined associations of perceived environmental attributes with overall and neighbourhood-specific walking for transport in a sample of Chinese elders residing in Hong Kong, an ultra-dense Chinese metropolis. Cross-sectional observational study using a two-stage stratified sampling strategy. Hong Kong, China. Chinese-speaking elders (n 484), with no cognitive impairment and able to walk without assistance, residing in thirty-two selected communities stratified by socio-economic status and walkability, were interviewer-administered validated measures of perceived neighbourhood environment and walking for transport. Much higher levels of transport-related walking (mean 569 (sd 452) min/week) than found in Western samples were reported. The degree of perceived access to shops, crowdedness, presence of sitting facilities and easy access of residential entrance were independently positively related to both frequency of overall and within-neighbourhood walking for transportation. Infrastructure for walking and access to public transport were predictive of higher frequency of transport-related walking irrespective of location, while the perceived degree of land-use mix was predictive of higher levels of within-neighbourhood walking. The provision of easy access to shops, residential entrances and sitting facilities in the neighbourhood may promote overall transport-related walking, while a good public transport network and pedestrian infrastructure linking destination-poor with destination-rich locations may compensate for the detrimental effects of living in less walkable neighbourhoods. Governmental investment in these micro- and macro-environmental features would help the promotion of an active lifestyle in elders.

Neighborhood Environment and Psychosocial Correlates of Adults’ Physical Activity

There is growing interest in identifying neighborhood environment factors related to physical activity. This study aimed to examine whether objective built (e.g., residential density) and perceived (e.g., aesthetics) environment factors around adults' residence are correlates of their physical activity and reported walking behavior after accounting for known psychosocial (e.g., self-efficacy, barriers to physical activity) and demographic correlates of physical activity. Objective built environment characteristics were created through network buffers around individual participants (n = 2199) selected from neighborhoods differing on walkability characteristics and household income. Participants wore accelerometers to obtain a more objective measure of overall physical activity and self-reported on leisure and transportation-related walking, perceptions of neighborhood environment, psychosocial factors related to physical activity, and demographic factors. Census-level demographic factors were also considered. Retail floor area ratio, a metric combining land use mix and pedestrian design factors, was the environmental factor most related to accelerometry-measured physical activity and self-reported transportation-related walking after accounting for psychosocial and demographic factors. Street connectivity was also related to transportation-related walking, whereas perceived aesthetics was positively related to leisure walking. Environmental factors, particularly the availability of proximal nonresidential destinations designed for pedestrian access, were related to adults' physical activity and walking after accounting for psychosocial and demographic correlates, including reasons for residential selection.

Perceived neighborhood environmental attributes associated with adults’ transport-related walking and cycling: Findings from the USA, Australia and Belgium

BackgroundActive transportation has the potential to contribute considerably to overall physical activity levels in adults and is likely to be influenced by neighborhood-related built environment characteristics. Previous studies that examined the associations between built environment attributes and active transportation, focused mainly on transport-related walking and were conducted within single countries, limiting environmental variability. We investigated the direction and shape of relationships of perceived neighborhood attributes with transport-related cycling and walking in three countries; and examined whether these associations differed by country and gender.MethodsData from the USA (Baltimore and Seattle), Australia (Adelaide) and Belgium (Ghent) were pooled. In total, 6,014 adults (20–65 years, 55.7% women) were recruited in high-/low-walkable and high-/low-income neighborhoods. All participants completed the Neighborhood Environmental Walkability Scale and the International Physical Activity Questionnaire. Generalized additive mixed models were used to estimate the strength and shape of the associations.ResultsProximity to destinations, good walking and cycling facilities, perceiving difficulties in parking near local shopping areas, and perceived aesthetics were included in a ‘cyclability’ index. This index was linearly positively related to transport-related cycling and no gender- or country-differences were observed. The ‘walkability’ index consisted of perceived residential density, land use mix access, proximity of destinations and aesthetics. A non-linear positive relationship with transport-related walking was found. This association was stronger in women than in men, and country-specific associations were identified: the strongest association was observed in Seattle, the weakest in Adelaide. In Ghent, the association weakened at higher levels of walkability.ConclusionsFor cycling, consistent correlates were found in the three countries, but associations were less straightforward for transport-related walking. Moreover, the identified neighborhood environmental correlates were different for walking compared to cycling. In order to further clarify the shape of these associations and reach more specific international guidelines for developing walkable and bikeable neighborhoods, future studies should include even more countries to maximize environmental variability.

Cross-sectional associations between occupational and leisure-time sitting, physical activity and obesity in working adults

AimTo examine associations between occupational and leisure-time sitting, physical activity and obesity in working adults. MethodsWe analyzed data from workers from the 2007–08 Australian National Health Survey (n=10,785). Participants reported their activity at work (mostly sitting, standing, walking, or heavy labor), transport-related walking, leisure-time sitting and physical activity. Body mass index was objectively measured. Adjusted Cox proportional hazard regression models examined associations between occupational activity category, leisure-time sitting, physical activity and obesity risk. ResultsSubstantial proportions of men (42%) and women (47%) mostly sit at work. Workers with sitting jobs were significantly more likely to be sufficiently active during leisure-time than workers with mostly standing, walking or heavy labor jobs (RR=0.88, 0.80, 0.86 respectively). Workers with mostly sitting jobs had significantly higher overweight/obesity risk than workers with mostly standing jobs (RR=0.88, 95% CI: 0.82–0.95) independent of physical activity and leisure-time sitting. Workers with leisure-time sitting of less than four hours per day had significantly lower obesity risk than workers with four or more hours per day of leisure-time sitting (RR=0.77, 95%CI: 0.69–0.87) independent of physical activity and occupational activity. ConclusionsSitting time and physical activity are independently associated with obesity. Leisure-time sitting may have a stronger association with obesity risk than occupational sitting.