Pub Date : 2025-02-09DOI: 10.1016/j.jth.2025.102003
Wilbert den Hoed
Active mobility is at the core of cities' efforts to promote inclusion, health and liveability. However, the role of cycling remains marginal in many cities and its promotion is usually approached from separate health or transport angles. In addition, its sustainability and suitability for people of all ages is questionable, following the persistently low cycling use among older age groups. While urban populations are ageing and cycling offers important benefits for positive ageing, cycling's promotion strategies typically centre on the modal shift of younger age groups and rarely engage with the long-term experiences that define mobility behaviour. In response, this article offers insight into later life urban cycling by illuminating how diverse cycling lifecourses shape ageing, wellbeing, and mobility itself. By using a mix of qualitative methods, it explores the cycling trajectories and experiences of middle-to-older aged adults in a distinctly low-cycling city in the United Kingdom, where it identifies heterogeneous trajectories and sets of barriers and negotiations that shape present and future cycling practices. Furthermore, this piece reveals how cycling's mobility and wellbeing benefits entangle over the lifecourse, as positive healthy ageing resources. Finally, it identifies what it takes, beyond infrastructural transformations, to support low-cycling cities to make cyc a feasible and normalised part of the mobile practices of people of all ages.
{"title":"Beyond infrastructure: The multiple barriers to cycling in middle and older age","authors":"Wilbert den Hoed","doi":"10.1016/j.jth.2025.102003","DOIUrl":"10.1016/j.jth.2025.102003","url":null,"abstract":"<div><div>Active mobility is at the core of cities' efforts to promote inclusion, health and liveability. However, the role of cycling remains marginal in many cities and its promotion is usually approached from separate health or transport angles. In addition, its sustainability and suitability for people of all ages is questionable, following the persistently low cycling use among older age groups. While urban populations are ageing and cycling offers important benefits for positive ageing, cycling's promotion strategies typically centre on the modal shift of younger age groups and rarely engage with the long-term experiences that define mobility behaviour. In response, this article offers insight into later life urban cycling by illuminating how diverse cycling lifecourses shape ageing, wellbeing, and mobility itself. By using a mix of qualitative methods, it explores the cycling trajectories and experiences of middle-to-older aged adults in a distinctly low-cycling city in the United Kingdom, where it identifies heterogeneous trajectories and sets of barriers and negotiations that shape present and future cycling practices. Furthermore, this piece reveals how cycling's mobility and wellbeing benefits entangle over the lifecourse, as positive healthy ageing resources. Finally, it identifies what it takes, beyond infrastructural transformations, to support low-cycling cities to make cyc a feasible and normalised part of the mobile practices of people of all ages.</div></div>","PeriodicalId":47838,"journal":{"name":"Journal of Transport & Health","volume":"41 ","pages":"Article 102003"},"PeriodicalIF":3.2,"publicationDate":"2025-02-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143372521","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-02-05DOI: 10.1016/j.jth.2025.101997
Carlo Luiu , Amos Wandera , Vera Bukachi , Pascal Kipkemboi , Allan Ouko , Joe Mulligan , Francis D. Pope , Jonathan Radcliffe
Introduction
Urban growth in Africa is increasing mobility demand, with high-volume transport infrastructure developed to cope with stress on existing infrastructure. Such infrastructure development often entails risk accumulation (i.e. the potential build-up of vulnerabilities, hazard and negative externalities), and associated impacts on adjacent communities. This paper investigates how high-volume transport road infrastructure impacts the resilience, environment, and well-being of communities during the construction phase, including reactions/adaptations to the development of such projects. The paper uses the case study of the Missing Link #12 bypass in Nairobi, Kenya, where the development passes through the informal settlement of Kibera.
Methods
The study uses an explanatory sequential mixed-method approach to explore the wider socio-economic, transport, and environmental impacts during the construction of the Missing Link #12 on the community of Kibera. Data collection comprises a survey with 452 households, six focus groups and a community engagement workshop.
Results
The Missing Link #12 has had a divisive socio-economic effect on Kibera's community, due to spatial relocations, loss in livelihood, and breakdown in community social cohesion and interaction. While under construction, the road was not physically closed, but used by residents as non-motorized transport infrastructure, leading to increased walking and improved access to popular transport options. Health concerns linked with environmental risks of increased exposure and vulnerability to air and noise pollution emerged strongly, together with road safety issues caused by the shared environment with motorized transport modes.
Conclusions
The case study shows the importance of accounting for risk accumulation for road-building infrastructure projects, starting from construction stage. Infrastructure development in African cities must be more inclusive and take into account the impacts on local communities, with success measured beyond the goal of reducing traffic congestion for car-owners. This is particularly true where more vulnerable and disenfranchised populations like in informal settlements are affected.
{"title":"Assessing the impacts of building road infrastructure on adjacent communities: A case study in Nairobi, Kenya","authors":"Carlo Luiu , Amos Wandera , Vera Bukachi , Pascal Kipkemboi , Allan Ouko , Joe Mulligan , Francis D. Pope , Jonathan Radcliffe","doi":"10.1016/j.jth.2025.101997","DOIUrl":"10.1016/j.jth.2025.101997","url":null,"abstract":"<div><h3>Introduction</h3><div>Urban growth in Africa is increasing mobility demand, with high-volume transport infrastructure developed to cope with stress on existing infrastructure. Such infrastructure development often entails risk accumulation (i.e. the potential build-up of vulnerabilities, hazard and negative externalities), and associated impacts on adjacent communities. This paper investigates how high-volume transport road infrastructure impacts the resilience, environment, and well-being of communities during the construction phase, including reactions/adaptations to the development of such projects. The paper uses the case study of the Missing Link #12 bypass in Nairobi, Kenya, where the development passes through the informal settlement of Kibera.</div></div><div><h3>Methods</h3><div>The study uses an explanatory sequential mixed-method approach to explore the wider socio-economic, transport, and environmental impacts during the construction of the Missing Link #12 on the community of Kibera. Data collection comprises a survey with 452 households, six focus groups and a community engagement workshop.</div></div><div><h3>Results</h3><div>The Missing Link #12 has had a divisive socio-economic effect on Kibera's community, due to spatial relocations, loss in livelihood, and breakdown in community social cohesion and interaction. While under construction, the road was not physically closed, but used by residents as non-motorized transport infrastructure, leading to increased walking and improved access to popular transport options. Health concerns linked with environmental risks of increased exposure and vulnerability to air and noise pollution emerged strongly, together with road safety issues caused by the shared environment with motorized transport modes.</div></div><div><h3>Conclusions</h3><div>The case study shows the importance of accounting for risk accumulation for road-building infrastructure projects, starting from construction stage. Infrastructure development in African cities must be more inclusive and take into account the impacts on local communities, with success measured beyond the goal of reducing traffic congestion for car-owners. This is particularly true where more vulnerable and disenfranchised populations like in informal settlements are affected.</div></div>","PeriodicalId":47838,"journal":{"name":"Journal of Transport & Health","volume":"41 ","pages":"Article 101997"},"PeriodicalIF":3.2,"publicationDate":"2025-02-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143270987","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-02-04DOI: 10.1016/j.jth.2025.102000
Daniela Rodrigues , Aristides M. Machado-Rodrigues , Augusta Gama , Maria-Raquel G. Silva , Helena Nogueira , Gustavo Velasquez-Melendez , Larissa Loures Mendes , Cristina Padez
Introduction
Physical activity (PA) is beneficial for health. However, most children do not achieve the daily recommended PA levels. This study assesses changes in parental perception of the neighborhood environment from 2009 to 2016 across three Portuguese districts, and explores the associations between parental perception of the neighborhood environment and children's time in multiple health-related behaviors.
Methods
We use two national cross-sectional surveys (2009 and 2016) on 3-10-year-old children. Parents reported children's time (min/day) in different activities (e.g., active transportation, indoor and outdoor play, sport participation, watching television, using computer, and using videogames) as well as perceptions of the neighborhood features. Analyses were stratified by year, and child's sex, age, family socioeconomic status, and district of residence were considered.
Results
Neighborhood features were better rated in 2016 vs. 2009. Major improvements were found related with facilities to ride a bicycle and more sense of security, although some geographical differences were noted. Major time-consuming behaviors differed: in 2009, playing indoor was the most common behavior (124 min/day); in 2016, outdoor play was the activity that consumed more time (125 min/day). The linear regression supports that walkability and safety perceptions potentiate children's PA, while PA features associate with screen-time.
Conclusions
National policies and investments may have promoted healthier neighborhoods. Findings can point to environmental actions’ priority (e.g., promote active transportation), but caution is needed since time devoted on health-related behaviors was poorly explained by the environment.
{"title":"Parental perception of the neighborhood environment and health-related behaviors in Portuguese children: What has changed from 2009 vs. 2016","authors":"Daniela Rodrigues , Aristides M. Machado-Rodrigues , Augusta Gama , Maria-Raquel G. Silva , Helena Nogueira , Gustavo Velasquez-Melendez , Larissa Loures Mendes , Cristina Padez","doi":"10.1016/j.jth.2025.102000","DOIUrl":"10.1016/j.jth.2025.102000","url":null,"abstract":"<div><h3>Introduction</h3><div>Physical activity (PA) is beneficial for health. However, most children do not achieve the daily recommended PA levels. This study assesses changes in parental perception of the neighborhood environment from 2009 to 2016 across three Portuguese districts, and explores the associations between parental perception of the neighborhood environment and children's time in multiple health-related behaviors.</div></div><div><h3>Methods</h3><div>We use two national cross-sectional surveys (2009 and 2016) on 3-10-year-old children. Parents reported children's time (min/day) in different activities (e.g., active transportation, indoor and outdoor play, sport participation, watching television, using computer, and using videogames) as well as perceptions of the neighborhood features. Analyses were stratified by year, and child's sex, age, family socioeconomic status, and district of residence were considered.</div></div><div><h3>Results</h3><div>Neighborhood features were better rated in 2016 vs. 2009. Major improvements were found related with facilities to ride a bicycle and more sense of security, although some geographical differences were noted. Major time-consuming behaviors differed: in 2009, playing indoor was the most common behavior (124 min/day); in 2016, outdoor play was the activity that consumed more time (125 min/day). The linear regression supports that walkability and safety perceptions potentiate children's PA, while PA features associate with screen-time.</div></div><div><h3>Conclusions</h3><div>National policies and investments may have promoted healthier neighborhoods. Findings can point to environmental actions’ priority (e.g., promote active transportation), but caution is needed since time devoted on health-related behaviors was poorly explained by the environment.</div></div>","PeriodicalId":47838,"journal":{"name":"Journal of Transport & Health","volume":"41 ","pages":"Article 102000"},"PeriodicalIF":3.2,"publicationDate":"2025-02-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143138938","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-02-04DOI: 10.1016/j.jth.2025.102001
Borhan Sepehri , Mohammad Anvar Adibhesami , Amirmohamad Parvanehdehkordi , Hirou Karimi
Background
The COVID-19 pandemic has led to reduced physical activity and well-being, and there's a need for innovative approaches to encourage active lifestyles. Snailstep, a walking-encouraging app that offers personalized walking incentives, could be a promising solution for urban settings.
Objective
Our study evaluates the influence of Snailstep on the improvement in walking, health, and mobility patterns of Zaragoza users under COVID-19 mobility restrictions and its possible impacts on CO2 emissions.
Methods
Comprehensive data on Snailstep usage, step counts, mobility patterns, and user surveys were collected from 210 users per month in Zaragoza, Spain, from February to December 2022. Linear regression models examined associations between app usage time and changes in physical activity. Geospatial analyses mapped hotspots of walking activity and modeled neighborhood factors influencing mobility. Self-reported health and mental well-being were also assessed.
Results
The 210 monthly Snailstep users took an average of 286,050 steps, traveling 2435.67 km over the study period – reducing the equivalent of 51.8 private cars, 5.4 buses, and 4.32 trains from Zaragoza's transportation system in peak months. Each additional 30 days of app use was associated with a 25-step increase in daily steps and 723 more monthly steps on average (p < 0.001). Engaging more businesses (B = 9 steps/business, p < 0.001) and social sharing (B = 21 steps for sharing, p < 0.05) amplified activity gains. Over 120 days of use led to nearly 55 more daily steps compared to newer users. Maps highlighted walking hotspots in mixed-use neighborhoods with amenities. However, lower-income areas had 24.2% less app usage (p < 0.001). The percentage reporting good/excellent health rose from 71% to 81% (p < 0.001), while depressive symptoms fell from 42% to 27% (p < 0.001) after app adoption.
Conclusion
Snailstep incentivizes physical activity and improves health in urban areas, even during pandemic restrictions. It could be integrated into public health initiatives to promote healthier habits post-pandemic.
{"title":"Unlocking the power of snailstep application: A smartphone-based way to improve walking and urban health","authors":"Borhan Sepehri , Mohammad Anvar Adibhesami , Amirmohamad Parvanehdehkordi , Hirou Karimi","doi":"10.1016/j.jth.2025.102001","DOIUrl":"10.1016/j.jth.2025.102001","url":null,"abstract":"<div><h3>Background</h3><div>The COVID-19 pandemic has led to reduced physical activity and well-being, and there's a need for innovative approaches to encourage active lifestyles. Snailstep, a walking-encouraging app that offers personalized walking incentives, could be a promising solution for urban settings.</div></div><div><h3>Objective</h3><div>Our study evaluates the influence of Snailstep on the improvement in walking, health, and mobility patterns of Zaragoza users under COVID-19 mobility restrictions and its possible impacts on CO2 emissions.</div></div><div><h3>Methods</h3><div>Comprehensive data on Snailstep usage, step counts, mobility patterns, and user surveys were collected from 210 users per month in Zaragoza, Spain, from February to December 2022. Linear regression models examined associations between app usage time and changes in physical activity. Geospatial analyses mapped hotspots of walking activity and modeled neighborhood factors influencing mobility. Self-reported health and mental well-being were also assessed.</div></div><div><h3>Results</h3><div>The 210 monthly Snailstep users took an average of 286,050 steps, traveling 2435.67 km over the study period – reducing the equivalent of 51.8 private cars, 5.4 buses, and 4.32 trains from Zaragoza's transportation system in peak months. Each additional 30 days of app use was associated with a 25-step increase in daily steps and 723 more monthly steps on average (p < 0.001). Engaging more businesses (B = 9 steps/business, p < 0.001) and social sharing (B = 21 steps for sharing, p < 0.05) amplified activity gains. Over 120 days of use led to nearly 55 more daily steps compared to newer users. Maps highlighted walking hotspots in mixed-use neighborhoods with amenities. However, lower-income areas had 24.2% less app usage (p < 0.001). The percentage reporting good/excellent health rose from 71% to 81% (p < 0.001), while depressive symptoms fell from 42% to 27% (p < 0.001) after app adoption.</div></div><div><h3>Conclusion</h3><div>Snailstep incentivizes physical activity and improves health in urban areas, even during pandemic restrictions. It could be integrated into public health initiatives to promote healthier habits post-pandemic.</div></div>","PeriodicalId":47838,"journal":{"name":"Journal of Transport & Health","volume":"41 ","pages":"Article 102001"},"PeriodicalIF":3.2,"publicationDate":"2025-02-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143138913","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-02-02DOI: 10.1016/j.jth.2025.101998
Yuhan Li , Yue Shen
Introduction
The influence of neighbourhood environment on mental health is a prevalent concern in urban studies, with extensive research focusing on the role of physical activity in this relationship. However, few studies have explored the differential roles of various types of physical activity in this relationship or the associations of various types of physical activity with different aspects of the neighbourhood environment.
Methods
This study drawn on data from a survey of community residents in Shanghai, China (n = 684) and employed structural equation modeling (SEM) to investigate the relationships between objective and subjective neighbourhood environment characteristics, mental health, and the roles of transport-related and leisure-time physical activities in this context.
Results
Our SEM analysis reveal that 1) leisure-time physical activity plays a major role in the pathway by which the neighbourhood environment influences mental health, whereas transport-related physical activity has no impact, and 2) environmental perception plays a crucial role in these pathways, indicating that objective characteristics can influence mental health by mediating the subjective neighbourhood environment and leisure-time physical activity.
Conclusions
Our findings underscore the importance of monitoring these mediators to enhance the precision of neighbourhood-based interventions and policies.
{"title":"Associations between neighbourhood environment and mental health: The mediating role of different domains of physical activity","authors":"Yuhan Li , Yue Shen","doi":"10.1016/j.jth.2025.101998","DOIUrl":"10.1016/j.jth.2025.101998","url":null,"abstract":"<div><h3>Introduction</h3><div>The influence of neighbourhood environment on mental health is a prevalent concern in urban studies, with extensive research focusing on the role of physical activity in this relationship. However, few studies have explored the differential roles of various types of physical activity in this relationship or the associations of various types of physical activity with different aspects of the neighbourhood environment.</div></div><div><h3>Methods</h3><div>This study drawn on data from a survey of community residents in Shanghai, China (n = 684) and employed structural equation modeling (SEM) to investigate the relationships between objective and subjective neighbourhood environment characteristics, mental health, and the roles of transport-related and leisure-time physical activities in this context.</div></div><div><h3>Results</h3><div>Our SEM analysis reveal that 1) leisure-time physical activity plays a major role in the pathway by which the neighbourhood environment influences mental health, whereas transport-related physical activity has no impact, and 2) environmental perception plays a crucial role in these pathways, indicating that objective characteristics can influence mental health by mediating the subjective neighbourhood environment and leisure-time physical activity.</div></div><div><h3>Conclusions</h3><div>Our findings underscore the importance of monitoring these mediators to enhance the precision of neighbourhood-based interventions and policies.</div></div>","PeriodicalId":47838,"journal":{"name":"Journal of Transport & Health","volume":"41 ","pages":"Article 101998"},"PeriodicalIF":3.2,"publicationDate":"2025-02-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143138939","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-02-01DOI: 10.1016/j.jth.2024.101959
Rhys Jones , Melissa McLeod , Ryan Gage , Alistair Woodward , Caroline Shaw
Introduction
In Aotearoa New Zealand, substantial inequities exist between Māori (the Indigenous peoples) and non-Māori in a range of social outcomes. Transport-related inequities contribute to differences in life expectancy between Māori and non-Māori. Yet, no comprehensive analysis of ethnic differences in transportation mode use has been undertaken. This study aimed to describe patterns and determinants of travel among Māori and a comparator group (sole European).
Methods
We analysed data for adults from the 2015/16–2017/18 New Zealand Household Travel Survey (HTS), which measured participants’ travel patterns and transport outcomes over the course of a week. Descriptive comparisons between Māori and Sole European are reported, and stepwise regression was used to examine the influence of covariates on mode-specific distance travelled by ethnicity.
Results
943 Māori and 7329 Sole European participants were included in the analysis. Māori tended to travel fewer kilometres each week (223.2, 95% CI 194.5–251.8) compared to Sole European (246.2, 95% CI 237.4–255.0), although most comparisons had overlapping confidence intervals. After adjusting for all covariates, distances travelled by private motor vehicle were similar but Māori travelled significantly shorter distances on public transport and walking. The covariates that had the largest influence were age, occupation and area deprivation.
Conclusions
Differences between Māori and Sole European in distances travelled were less pronounced than expected. Explanations for this could include survey limitations and/or requirements to use a car to participate in society, despite socioeconomic disadvantage. Our findings point to the need for transport policy and infrastructure to increase opportunities for Māori to use active travel modes. There is also a critical need for higher quality data to better characterise, understand and develop responses to address these transport-related inequities.
{"title":"Inequities in patterns and determinants of travel for Māori in Aotearoa/New Zealand","authors":"Rhys Jones , Melissa McLeod , Ryan Gage , Alistair Woodward , Caroline Shaw","doi":"10.1016/j.jth.2024.101959","DOIUrl":"10.1016/j.jth.2024.101959","url":null,"abstract":"<div><h3>Introduction</h3><div>In Aotearoa New Zealand, substantial inequities exist between Māori (the Indigenous peoples) and non-Māori in a range of social outcomes. Transport-related inequities contribute to differences in life expectancy between Māori and non-Māori. Yet, no comprehensive analysis of ethnic differences in transportation mode use has been undertaken. This study aimed to describe patterns and determinants of travel among Māori and a comparator group (sole European).</div></div><div><h3>Methods</h3><div>We analysed data for adults from the 2015/16–2017/18 New Zealand Household Travel Survey (HTS), which measured participants’ travel patterns and transport outcomes over the course of a week. Descriptive comparisons between Māori and Sole European are reported, and stepwise regression was used to examine the influence of covariates on mode-specific distance travelled by ethnicity.</div></div><div><h3>Results</h3><div>943 Māori and 7329 Sole European participants were included in the analysis. Māori tended to travel fewer kilometres each week (223.2, 95% CI 194.5–251.8) compared to Sole European (246.2, 95% CI 237.4–255.0), although most comparisons had overlapping confidence intervals. After adjusting for all covariates, distances travelled by private motor vehicle were similar but Māori travelled significantly shorter distances on public transport and walking. The covariates that had the largest influence were age, occupation and area deprivation.</div></div><div><h3>Conclusions</h3><div>Differences between Māori and Sole European in distances travelled were less pronounced than expected. Explanations for this could include survey limitations and/or requirements to use a car to participate in society, despite socioeconomic disadvantage. Our findings point to the need for transport policy and infrastructure to increase opportunities for Māori to use active travel modes. There is also a critical need for higher quality data to better characterise, understand and develop responses to address these transport-related inequities.</div></div>","PeriodicalId":47838,"journal":{"name":"Journal of Transport & Health","volume":"40 ","pages":"Article 101959"},"PeriodicalIF":3.2,"publicationDate":"2025-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143177440","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-02-01DOI: 10.1016/j.jth.2024.101937
Nurul Syuhada Mohd Rosnu, Devinder Kaur Ajit Singh, Charles Musselwhite (Editor-in-Chief)
{"title":"Exploring the link between transportation and health in Malaysia","authors":"Nurul Syuhada Mohd Rosnu, Devinder Kaur Ajit Singh, Charles Musselwhite (Editor-in-Chief)","doi":"10.1016/j.jth.2024.101937","DOIUrl":"10.1016/j.jth.2024.101937","url":null,"abstract":"","PeriodicalId":47838,"journal":{"name":"Journal of Transport & Health","volume":"40 ","pages":"Article 101937"},"PeriodicalIF":3.2,"publicationDate":"2025-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143177442","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-01-28DOI: 10.1016/j.jth.2025.101993
Eng Fei Koh
Introduction
Central to walkability concept is the proposition that spatial proximity to diverse amenities and attractive surroundings provides motivation for physical activities. The ubiquitous use of Information and Communication Technology (ICT) devices to overcome physical barriers presents new dynamics in this environment-person relationship that is less studied. This study aims to examine the interactions between ICT usage, perceived walkability and physical activities of older adults.
Methods
Singapore, a highly connected city with a rapidly ageing population, was selected as study site. Primary data was collected via purposive convenience sampling within neighborhood of Tampines. The mixed method study consisted of an online survey (n = 253) and walk-along interviews (n = 30) with older adults aged 50 and above.
Results
Triangulated findings provided exploratory insights on mechanisms that influence the environment-person relationship. Use of travel apps and online food delivery services had increased perception of access and diversity by expanding mental map. Use of online fitness videos had reduced perception of access to physical places by providing flexibility of time and customisation of content. Use of social media had either enhanced or reduced perceived attractiveness of physical places, depending on how it was used. Mechanisms of ICT usage in increasing perceived ease of access, diversity and attractiveness can be summarized as awareness, sense of control, curiosity and connectedness.
Conclusion
In promoting walkable cities within highly digitalised societies, urban and transport policies could utilise levers of being informative, interactive, integrative and with incentives to encourage older adults in active engagement with physical places.
{"title":"Influence of ICT usage on perceived walkability and physical activities of older adults: Mixed method study in a high-density city","authors":"Eng Fei Koh","doi":"10.1016/j.jth.2025.101993","DOIUrl":"10.1016/j.jth.2025.101993","url":null,"abstract":"<div><h3>Introduction</h3><div>Central to walkability concept is the proposition that spatial proximity to diverse amenities and attractive surroundings provides motivation for physical activities. The ubiquitous use of Information and Communication Technology (ICT) devices to overcome physical barriers presents new dynamics in this environment-person relationship that is less studied. This study aims to examine the interactions between ICT usage, perceived walkability and physical activities of older adults.</div></div><div><h3>Methods</h3><div>Singapore, a highly connected city with a rapidly ageing population, was selected as study site. Primary data was collected via purposive convenience sampling within neighborhood of Tampines. The mixed method study consisted of an online survey (n = 253) and walk-along interviews (n = 30) with older adults aged 50 and above.</div></div><div><h3>Results</h3><div>Triangulated findings provided exploratory insights on mechanisms that influence the environment-person relationship. Use of travel apps and online food delivery services had increased perception of access and diversity by expanding mental map. Use of online fitness videos had reduced perception of access to physical places by providing flexibility of time and customisation of content. Use of social media had either enhanced or reduced perceived attractiveness of physical places, depending on how it was used. Mechanisms of ICT usage in increasing perceived ease of access, diversity and attractiveness can be summarized as awareness, sense of control, curiosity and connectedness.</div></div><div><h3>Conclusion</h3><div>In promoting walkable cities within highly digitalised societies, urban and transport policies could utilise levers of being informative, interactive, integrative and with incentives to encourage older adults in active engagement with physical places.</div></div>","PeriodicalId":47838,"journal":{"name":"Journal of Transport & Health","volume":"41 ","pages":"Article 101993"},"PeriodicalIF":3.2,"publicationDate":"2025-01-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143138935","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-01-27DOI: 10.1016/j.jth.2025.101988
Victoria Hecker , Sébastien Blanchette , Guy Faulkner , Negin A. Riazi , Mark S. Tremblay , François Trudeau , Richard Larouche
Purpose
Children who engage in active transportation (AT) to and from school are more physically active than those who use motorized travel modes. We investigated whether parents' travel mode to school as a child, current travel mode to work, and parental accompaniment on the trip home from school are associated with their children's AT to/from multiple destinations.
Methods
Grade 4–6 children (n = 1699, 55% girls) were recruited from urban, suburban, and rural schools in the regions of Vancouver, Ottawa and Trois-Rivières, Canada. Parents reported their current travel mode(s) to work, school travel mode as a child, and how many days they accompanied their child home from school. Children reported the number of active trips to/from various destinations they took over 7 consecutive days. Multiple imputation was performed to replace missing data. Generalized linear mixed models based on a negative binomial distribution were used to investigate predictors of AT. Models were stratified by gender and adjusted for child age, parent respondent's gender, level of urbanization, and school-area socioeconomic status.
Results
For each day a parent accompanied their child home from school, girls participated in 6% less active trips (95% CI 0.91–0.97) while boys had 7% less active trips (95% CI 0.90–0.96). Boys living in Vancouver and Trois-Rivières had respectively 55% (95% CI 1.13–2.04) and 33% (95% CI 1.00–1.77) more active trips compared to Ottawa. Parent's work travel mode and school travel mode as a child were not independently associated with their child's number of AT trips.
Conclusions
Children may have more opportunities for AT if their parents allow them to come home from school unaccompanied. These findings underscore the need for promoting children's independent mobility.
{"title":"Parental travel behaviours, accompaniment, and children’s active transportation: A multi-site study","authors":"Victoria Hecker , Sébastien Blanchette , Guy Faulkner , Negin A. Riazi , Mark S. Tremblay , François Trudeau , Richard Larouche","doi":"10.1016/j.jth.2025.101988","DOIUrl":"10.1016/j.jth.2025.101988","url":null,"abstract":"<div><h3>Purpose</h3><div>Children who engage in active transportation (AT) to and from school are more physically active than those who use motorized travel modes. We investigated whether parents' travel mode to school as a child, current travel mode to work, and parental accompaniment on the trip home from school are associated with their children's AT to/from multiple destinations.</div></div><div><h3>Methods</h3><div>Grade 4–6 children (n = 1699, 55% girls) were recruited from urban, suburban, and rural schools in the regions of Vancouver, Ottawa and Trois-Rivières, Canada. Parents reported their current travel mode(s) to work, school travel mode as a child, and how many days they accompanied their child home from school. Children reported the number of active trips to/from various destinations they took over 7 consecutive days. Multiple imputation was performed to replace missing data. Generalized linear mixed models based on a negative binomial distribution were used to investigate predictors of AT. Models were stratified by gender and adjusted for child age, parent respondent's gender, level of urbanization, and school-area socioeconomic status.</div></div><div><h3>Results</h3><div>For each day a parent accompanied their child home from school, girls participated in 6% less active trips (95% CI 0.91–0.97) while boys had 7% less active trips (95% CI 0.90–0.96). Boys living in Vancouver and Trois-Rivières had respectively 55% (95% CI 1.13–2.04) and 33% (95% CI 1.00–1.77) more active trips compared to Ottawa. Parent's work travel mode and school travel mode as a child were not independently associated with their child's number of AT trips.</div></div><div><h3>Conclusions</h3><div>Children may have more opportunities for AT if their parents allow them to come home from school unaccompanied. These findings underscore the need for promoting children's independent mobility.</div></div>","PeriodicalId":47838,"journal":{"name":"Journal of Transport & Health","volume":"41 ","pages":"Article 101988"},"PeriodicalIF":3.2,"publicationDate":"2025-01-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143138936","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-01-22DOI: 10.1016/j.jth.2025.101996
Namkee G. Choi, Kelly Vences, Angelina Gutierrez, Brian Fons
Introduction
Although a homebound state in late life is often a result of cognitive and/or physical/functional health problems, transportation barriers may also be an important contributor. In this study, we examined the associations of homebound states with driving status and self-reported transportation barriers to social/community activities.
Methods
We used the 2023 National Health and Aging Trends Study (N = 7543), and homebound older adults were defined as those who rarely (≤1 a week) or never went outside the home in the past month. We used generalized linear models to examine the associations.
Results
Homebound older adults comprised 5.2% of Medicare beneficiaries age 65 and older. Only 27% reported driving in the past month, and 54.2% and 32.1% reported health-related and transportation barriers to participating in social/community activities, respectively. Multivariable analysis results showed that homebound older adults were more likely to have stopped driving in the past year than their peers who went out 2–4 days a week (IRR = 2.28, 95% CI = 1.52–3.43) and those who went out 5+ days a week (IRR = 7.20, 95% CI = 4.34–11.97). Homebound older adults were also more likely to report transportation barriers than those who went out 2–4 days a week (IRR = 1.30, 95% CI = 1.06–1.58) and those who went out 5+ days a week (IRR = 1.99, 95% CI = 1.50–2.65). Less than 10% of homebound older adults used taxi/ride-hailing services and public transportation.
Conclusion
The study suggests that older adults' homebound state significantly correlates with transportation barriers. Reliable transportation services appropriate to older adults’ capabilities are needed to facilitate their participation in social/community activities.
{"title":"Homebound older adults and transportation barriers to social and community activities","authors":"Namkee G. Choi, Kelly Vences, Angelina Gutierrez, Brian Fons","doi":"10.1016/j.jth.2025.101996","DOIUrl":"10.1016/j.jth.2025.101996","url":null,"abstract":"<div><h3>Introduction</h3><div>Although a homebound state in late life is often a result of cognitive and/or physical/functional health problems, transportation barriers may also be an important contributor. In this study, we examined the associations of homebound states with driving status and self-reported transportation barriers to social/community activities.</div></div><div><h3>Methods</h3><div>We used the 2023 National Health and Aging Trends Study (N = 7543), and homebound older adults were defined as those who rarely (≤1 a week) or never went outside the home in the past month. We used generalized linear models to examine the associations.</div></div><div><h3>Results</h3><div>Homebound older adults comprised 5.2% of Medicare beneficiaries age 65 and older. Only 27% reported driving in the past month, and 54.2% and 32.1% reported health-related and transportation barriers to participating in social/community activities, respectively. Multivariable analysis results showed that homebound older adults were more likely to have stopped driving in the past year than their peers who went out 2–4 days a week (IRR = 2.28, 95% CI = 1.52–3.43) and those who went out 5+ days a week (IRR = 7.20, 95% CI = 4.34–11.97). Homebound older adults were also more likely to report transportation barriers than those who went out 2–4 days a week (IRR = 1.30, 95% CI = 1.06–1.58) and those who went out 5+ days a week (IRR = 1.99, 95% CI = 1.50–2.65). Less than 10% of homebound older adults used taxi/ride-hailing services and public transportation.</div></div><div><h3>Conclusion</h3><div>The study suggests that older adults' homebound state significantly correlates with transportation barriers. Reliable transportation services appropriate to older adults’ capabilities are needed to facilitate their participation in social/community activities.</div></div>","PeriodicalId":47838,"journal":{"name":"Journal of Transport & Health","volume":"41 ","pages":"Article 101996"},"PeriodicalIF":3.2,"publicationDate":"2025-01-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143138912","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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