Utilitarian Physical Activity Research Articles

Transit environments for physical activity: Relationship between micro-scale built environment features surrounding light rail stations and ridership in Houston, Texas

IntroductionHealth professionals promote transport-related physical activity because travelers oftentimes walk or bike to and from transit stops or stations. Although previous studies have examined the associations between macro-scale built environment features surrounding light rail transit (LRT) stations (e.g., density) and LRT ridership, this study examined the associations between numerous micro-scale features (e.g., street-level noise pollution) and ridership. MethodsThis analysis originated from the Houston Travel-Related Activity in Neighborhoods (TRAIN) Study, a project evaluating how an LRT extension impacted adult physical activity in Houston, Texas. In 2014, researchers used the Analytic Audit Tool to quantify 58 micro-scale built environment features within six categories: Land Use Environment, Transportation Environment, Facilities, Aesthetics, Signage, and Social Environment. Feature data were obtained from 590 street segments within 0.25 miles of 22 LRT stations. For each station, separate composite indices were created per category by averaging the computed feature scores (1–7) within each category, with higher scores signifying more physical activity-promoting features. Station-level LRT ridership data were obtained from monthly ridership reports for the 12 months following station opening. Linear mixed models were constructed to examine the associations of the six built environment categories with ridership, adjusting for season, weekday vs. weekend day, and station as a random intercept. ResultsHolding all other variables constant, every one-unit increase in composite index scores for Transportation Environment and Social Environment was associated with an increase in daily ridership by 425 and 488 riders, respectively (p < 0.05). Every one-unit increase in composite index score for Signage was associated with a decrease of 722 riders daily (p < 0.05). The relations of Land Use Environment, Facilities, and Aesthetics with ridership were statistically null (p > 0.05). ConclusionsEnhancements to the Transportation Environment and Social Environment may slightly increase overall LRT ridership, and consequently, utilitarian physical activity.

Suburban neighborhood environments and depression: A case study of Guangzhou, China

BackgroundResearch on neighbourhood environments and depression has concentrated on public health in developed countries. This study aims to enrich the discourse on geographic characteristics and depression by providing new evidence of direct and indirect associations between suburban neighbourhood environments and depression in urban China. MethodsPanyu in Guangzhou, a suburban district restructured by the speedy expansion of private housing, was selected as the case study area. Given the wide variety of influential factors of neighbourhood environments on depression, multivariate statistical analysis was performed using a two-stage model: 1) Binary Logistic Regression to evaluate the direct associations between neighbourhood environmental factors and depression; 2) Path Analysis to assess the indirect relationships between neighbourhood environmental attributes, physical activity and depression. ResultsWe found that population density, sufficiency of public space, land use mix level and street connectivity had direct impacts on depressive symptoms. Land use mix, street connectivity and destination accessibility had indirect effects on depressive symptoms through influencing time spent on public transport and driving time. However, no significant effect of social capital on depression was found. ConclusionEnvironmental factors and mechanisms negatively affecting depressive symptoms in the specific suburban context of Guangzhou, China, are found to be the unsatisfactory public space and community facility provision, and land use mix. This study particularly identifies the mediation effect of time spent on public transit and driving time on depressive symptoms, enriching the debates in the extant literature on mediating effects of utilitarian physical activity in suburban China. It was also ascertained that interventions that create comfortable, convenient, appropriate, and active built environment can reduce depression symptoms.

Associations of multidimensional socioeconomic and built environment factors with body mass index trajectories among youth in geographically heterogeneous communities.

Understanding contextual influences on obesity requires comparison of heterogeneous communities and concurrent assessment of multiple contextual domains. We used a theoretically-based measurement model to assess multidimensional socioeconomic and built environment factors theorized to influence childhood obesity across a diverse geography ranging from rural to urban. Confirmatory factor analysis specified four factors—community socioeconomic deprivation (CSED), food outlet abundance (FOOD), fitness and recreational assets (FIT), and utilitarian physical activity favorability (UTIL)—which were assigned to communities (townships, boroughs, city census tracts) in 37 Pennsylvania counties. Using electronic health records from 2001 to 2012 from 163,820 youth aged 3–18 years from 1288 communities, we conducted multilevel linear regression analyses with factor quartiles and their cross products with age, age2, and age3 to test whether community factors impacted body mass index (BMI) growth trajectories. Models controlled for sex, age, race/ethnicity, and Medical Assistance. Factor scores were lowest in townships, indicating less deprivation, fewer food and physical activity outlets, and lower utilitarian physical activity favorability. BMI at average age was lower in townships versus boroughs (beta [SE]) (0.217 [0.027], P < 0.001) and cities (0.378 [0.036], P < 0.001), as was BMI growth over time. Factor distributions across community types lacked overlap, requiring stratified analyses to avoid extrapolation. In townships, FOOD, UTIL, and FIT were inversely associated with BMI trajectories. Across community types, youth in the lowest (versus higher) CSED quartiles had lower BMI at average age and slower BMI growth, signifying the importance of community deprivation to the obesogenicity of environments.

Foot-based audit of streets adjacent to new light rail stations in Houston, Texas: measurement of health-related characteristics of the built environment for physical activity research

BackgroundActive travel to and from a transit station may provide significant amounts of physical activity and improve health. The ease with which people can traverse the distance to the transit station may impede or support active travel. Therefore, transit stations that have features that are supportive of utilitarian physical activity would be desirable. This study aimed to characterize the built environment surrounding new light rail transit (LRT) stations in the City of Houston, Texas.MethodsIn 2014, we used a series of systematic protocols and a standardized environmental audit instrument, the Analytic Audit Tool, to collect data on segments (streets) that surround 22 LRT stations that were being newly built. Using Geographic Information System (GIS), we assembled all the segments that intersect a 0.25-mile circular buffer around each station for the audit exercise. Several 3- to 4-member teams of trained auditors completed the audit exercise on a subset of these identified segments. Our analysis were descriptive in nature. We provided the frequency distributions of audited features across the study area. We also followed an original algorithm to produce several composite index scores for our study area. The composite index score is indicative of the prevalence of physical activity friendly/unfriendly features in the study area.ResultsIn all, we audited a total of 590 segments covering a total of 218 US Census blocks, and eight City of Houston super neighborhoods. Findings suggest the environment around the new LRT stations may not be supportive of physical activity. In general, the audited segments lacked land use integration; had abandoned buildings, had uneven sidewalks; were not bike-friendly, had minimal presence of public-recreational facilities that would support physical activity; and had significant physical disorder. Notably, certain attractive and comfort features were frequently to usually available.ConclusionsCurrent findings, which will be compared to follow-up audit data, can be useful for future researchers and practitioners interested in the built environment around LRT stations.

Associations of Four Community Factors With Longitudinal Change in Hemoglobin A1c Levels in Patients With Type 2 Diabetes.

OBJECTIVETo evaluate associations of community factors with glycated hemoglobin (HbA1c).RESEARCH DESIGN AND METHODSWe identified patients with type 2 diabetes who had an HbA1c ≥7.5% (58 mmol/mol) and subsequent HbA1c testing within 90–270 days. We used mixed-effect models to assess whether treatment intensification (TI) and community domains (community socioeconomic deprivation [CSD], food availability, fitness assets, and utilitarian physical activity favorability [quartiled]) were associated with HbA1c change over 6 and 24 months, controlling for demographics, HbA1c, BMI, and time with evidence of type 2 diabetes. We evaluated whether community domains modified associations of TI with HbA1c change using cross product terms.RESULTSThere were 15,308 patients with 69,818 elevated HbA1c measures. The average reduction in HbA1c over 6 months was 0.07% less in townships with a high level of CSD (third quartile versus the first). Reductions were 0.10% greater for HbA1c in townships with the best food availability (versus worst). HbA1c reductions were 0.17–0.19% greater in census tracts in the second and third quartiles of utilitarian physical activity favorability versus the first. The association of TI with 6-month HbA1c change was weaker in townships and boroughs with the worst CSD (versus best) and in boroughs with the best fitness assets (versus worst). The association of TI with 24-month HbA1c change was weaker in census tracts with the worst CSD (versus third quartile) and strongest in census tracts most favorable for utilitarian physical activity (versus worst).CONCLUSIONSCommunity domains were associated with HbA1c change and blunted TI effectiveness.

Culture, Identity, and Walkability: Determining Patterns of Walking Behavior in a High-risk Population ( breakout presentation )

Background Walkability, viewed from a population health intervention perspective, holds enormous promise with research showing that the more walkable a neighbourhood, the healthier its residents. How to harness this across diverse populations and identified harder-to-reach groups is a difficult question from both a social justice and equity perspective. Newcomers to Canada face a special set of barriers to leading physically active lifestyles: despite the known benefits of physical activity, studies show that the physical health of many newcomers declines significantly following their transition into the host country. While there is speculation in the research as to why this is the case – acculturation or loss of protective cultural barriers – there is a dearth of research exploring the everyday links between culture, motivation and utilitarian physical activity? Rundle, in Calgary’s north-east is a community with a significant newcomer presence and a low–mid walkability score, and the site for our research. Aim Our project explores the motivation and barriers to ‘walking for health’ and ‘transportation walking’ among first- and second-generation South Asian Canadians living in Rundle, Calgary. It highlights the interrelationships and interactions that play out between culture, identity, and walkability in determining patterns of walking behavior in a high-risk population. Method Up to 15 participants are involved in this qualitative study. Using “engagement ethnography” this project focuses on day-to-day cultural practices and habits and their impact on the experience of walkability in the SA population in Rundle. ‘Cultural probes’ (cameras, maps, diaries etc.), participant observation, and semi-structured interviews elicit insights from participants on the factors that encourage or discourage the active incorporation of walking in their daily lives. Results/Conclusions This project offers a new kind of access to an often 'hard-to-reach' community. Findings offer insights concerning actual/potential disconnects between big picture data and experiences of certain end-users.

Can transit-oriented developments help achieve the recommended weekly level of physical activity?

Modern lifestyles tend to promote sedentary living, putting urban and suburban populations at increased risks for onset of chronic conditions. The promotion of non-leisure physical activity has the potential to provide substantial health benefits. This study aims to describe travel behavior of residents in Transit-oriented developments (TODs) and its impacts on levels of physical activity through utilitarian trips (i.e., routine trips to school, work and grocery shopping). Data is drawn from a survey of residents living in seven geographically-dispersed North American TODs in 2013. Approximately 20% of survey respondents achieved weekly recommended levels of physical activity through their utilitarian trips. Trip frequency was an important factor in achieving recommended weekly physical activity levels; individuals with higher levels of public transport use were more likely to achieved recommended levels of physical activity. Telecommuting might be particularly detrimental to utilitarian physical activity and could reduce public health benefits of TODs, walking friendliness of the residential location had a positive effect on levels of physical activity. Affordability of public transport and good weather contingencies were factors associated with higher in the levels of physical activity. The preference for owning an automobile to do the things that one likes remained a widely held sentiment of survey respondents, decreasing levels of physical activity by 39%. To promote active lifestyles in TODs, governments should invest in infrastructure necessary to facilitate non-car trips especially during bad weather conditions.

Integrating Environmental Justice and Socioecological Models of Health to Understand Population-Level Physical Activity

The uneven geographical distribution of environmental pathogens and salutogens, as well as the political, social, and cultural antecedents leading to this sociospatial arrangement, have been posited as a partial explanation for the stark inequalities in health across many high-income nations. Whilst there is significant international evidence for the maldistribution of health-related environmental features, few studies have examined the material outcomes (including health) of this unequal environmental ‘exposure’. In this paper we utilise the theoretical stances offered by work in the fields of environmental justice and socioecological models of health to consider the pathway between physical environmental deprivation and health. We consider the influence of multiple aspects of the ‘natural’ physical environment on individual-level levels of physical activity—both utilitarian and physical activity for leisure. We found that, for physical activity conducted for recreational purposes, there is a strong relationship with the natural physical environment: those living in the least deprived physical environments are most likely to engage in physical activity. However, for utilitarian physical activity, physical activity whose primary purpose is not the activity itself, we observed increased levels in the most environmentally deprived areas. Finally, the important role that the environment may play in shaping capabilities, particularly during the current economic and political climate, is recognised. Our results show that the environment matters and that rhetoric regarding ‘lifestyle choice’ needs to be viewed in a broader environmental context.

023 Gender Differences in the Association Between Neighbourhood Environment Characteristics With Being Overweight

Associations of neighbourhood environmental characteristics with physical activity have been found to differ between men and women. However, less is known if there are gender differences in the association of environmental characteristics with being overweight. Consequently, the purpose of this study was to examine the association between the perceived neighbourhood environment and being overweight in men and women. Men and women between 35 and 70 years of age, participants of the Prospective Urban and Rural Epidemiological (PURE) Study (n=1496), were assessed for socio-demographics, lifestyle behaviours, and environmental perceptions. Their height and weight were measured and body mass index (BMI) calculated. Perception of the neighbourhood environment was measured by the Neighbourhood Environment Walkability Scale (NEWS) and assessed perceptions of eight neighbourhood features. Overweight was defined as BMI >25kg/m2. Gender differences in environmental perceptions were assessed using Chi-square analyses. Logistic regression models, stratified by sex, examined the association between environmental perceptions and being overweight. Models were adjusted for age, ethnicity, education, tobacco and alcohol use (p-value <0.05 for statistical significance). Mean BMI was 26.1 kg/m2 (SD=5.5) for women and 27.1 kg/m2 (SD=4.4) for men. Compared to men, women perceived their neighbourhoods as less safe from crime, more aesthetically pleasing and having greater access to services (p<0.01 for all). After adjusting for potential confounders, perceiving a greater variety of destinations was associated with lower odds of being overweight for both women (OR=0.78, 95% CI=0.611 to 0.988) and men (OR=0.73, 95% CI=0.563 to 0.958). In addition, women who perceived higher neighbourhood crime were less likely to be overweight (OR=0.70, 95% CI=0.507 to 0.965). The remaining environmental features showed no statistically significant associations with being overweight. While men and women perceive their neighbourhoods differently, there was a lower likelihood of being overweight for both men and women in neighbourhoods with a greater variety of places to go. However, perceived higher neighbourhood crime was associated with lower odds of being overweight for women, but not men. This unexpected result could be because although women feel unsafe compared to men, they may engage in utilitarian physical activity more so than men in their neighbourhoods, which may in turn have an impact on their weight status. Our research suggests that public health interventions aimed at improving residents' awareness of features within their neighbourhood environment may help to decrease the prevalence of overweight, but these interventions need to target different features for men and women.

Comparison of cyclists' and motorists' utilitarian physical activity at an urban university

Objective Preliminary comparison of cyclists and motorists on: (1) distance lived from campus and, (2) the impact of transportation mode on physical activity. Methods A purposive sample of students ( n = 50; cyclists = 26, motorists = 24) living < 5 miles from Arizona State University campus wore an accelerometer and completed a travel log for two on-campus days during fall 2005–spring 2006. Residence distance to campus was calculated by geocoded addresses ( n = 45; cyclists = 23 vs. motorists = 22). Final outcome variables were: distance lived from campus, accelerometer time moderate-to-vigorous physical activity, steps/day, total time moderate-to-vigorous physical activity (logged minutes cycling + accelerometer-derived moderate-to-vigorous physical activity), and minutes total active commuting (logged walking + cycling). Results Groups were significantly different for: distance lived from campus (cyclists = 0.6 ± 0.6 vs. motorists = 2.0 ± 1.1 miles; p < 0.000); steps/day (cyclists = 11,051 ± 4295 vs. motorists = 9174 ± 3319; p = 0.046); total time moderate-to-vigorous physical activity (cyclists = 85.7 ± 37.0 vs. motorists = 50.3 ± 23.8 minutes; p < 0.001); minutes in motorized transport (cyclists = 24.9 ± 27.5 vs. motorists = 61.6 ± 32.9; p < 0.001); and total active transport (cyclists = 59.4 ± 32.4 vs. motorists = 29.5 ± 20.0; p < 0.001). Conclusion Among students living within 5 miles of campus, cyclists lived relatively closer to campus, accumulated more minutes of physical activity, and spent more time in active transportation than students who used motorized means.

Prevalence and Factors Associated with Walking and Bicycling for Transport Among Young Adults in Two Low-Income Localities of Bogotá, Colombia

Background:Utilitarian physical activity confers health benefits, but little is known about experiences in developing countries. The objective was to examine the prevalence and factors associated with walking and bicycling for transport in adults from Bogotá.Methods:A cross-sectional study including 1464 adults age 18 to 29 y during the year 2002.Results:16.7% reported bicycling for at least 10 min during the last week and 71.7% reported walking for at least 90 min during the last week. Bicycling was more likely among adults living in Tunjuelito (flat terrain), who use the “ciclovía” (car-roads for recreational bicycling on holidays/Sundays) or reporting physical activity during leisure-time and less likely among women, or adults with college education. Walking was more likely among adults reporting physical activity during leisure time and less likely among housewives/househusbands or those living in Tunjuelito.Conclusion:Programs that promote walking or bicycling in Bogotá should consider differences in individual and environmental factors.