Journal of Transport & Health最新文献_第5页

Public transit use among American older adults: Insights from a nationally representative survey

IF 3.2 3区工程技术 Q2 PUBLIC, ENVIRONMENTAL & OCCUPATIONAL HEALTH

Journal of Transport & Health

Pub Date : 2025-01-10 DOI: 10.1016/j.jth.2025.101982

Yong Yang

Background and objectives

Public transit is an important daily transport mode, especially for older adults who face increasing transport restrictions, partly due to the cessation of driving. This study aims to examine public transit use among American older adults, focusing on the impact of public transit stops and neighborhood environment characteristics.

Research design and methods

The proportions of public transit users among older adults were estimated using the 2017 National Household Travel Survey. Logistic regression models were used to estimate how public transit use was associated with the density of public transit stops in the neighborhoods, controlling for individual, family, and neighborhood environment characteristics. Stratified analyses were conducted for drivers and non-drivers.

Results

Among older adults who drove, 8.9% and 3.2% were users and frequent users of public transit, respectively. These proportions were 26.2% and 16.9% among older adults who were non-drivers, respectively. About 57.7% of older adults lived in neighborhoods without any public transits stops. Non-driver, males, minorities, and high socioeconomic status groups, as well as those living in neighborhoods with a higher density of transit stops, higher walkability, or low deprivation were more likely to use public transit. The impact of transit stop density was more pronounced for drivers than non-drivers. The use of public transit was associated with a higher number of total trips per day and the impact was more pronounced among non-drivers.

Discussion and implications

Providing public transit as an alternative mode of transportation is crucial for older adults, whether they drive or not, to address the challenges and disparities in daily transport. Additionally, creating walk-friendly environments, particularly near transit stops, is essential.

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引用次数: 0

Guiding the way: How resources and information sources influence appropriate child restraint use

IF 3.2 3区工程技术 Q2 PUBLIC, ENVIRONMENTAL & OCCUPATIONAL HEALTH

Journal of Transport & Health

Pub Date : 2025-01-07 DOI: 10.1016/j.jth.2025.101983

Sjaan Koppel , Julie Mansfield , Emma Sartin

Introduction

This study examined the resources and information sources Australian parents and caregivers used for child occupant safety, focusing on their influence on appropriate restraint use for children 12 years and younger. Method: An online survey was conducted with 1853 participants, gathering data on socio-demographic characteristics, driving habits, crash and infringement history, and details of their children's restraint use.

Results

77.2% of parents/carers reported their children were appropriately restrained, with younger children (3 years and younger) more likely to be appropriately restrained than older children (7–12 years). Factors associated with parent/carer reported appropriate restraint use included being older (45+ years), female, higher education levels, higher household income, daily driving, regular seatbelt use, and fewer recent crashes or traffic infringements. The most common information sources were or vehicle manuals (97.0%), child restraint fitters/fitting stations (51.2%), online resources (47.0%), and advice from family and friends (44.3%). Conclusions: This study reveals low rates of parent/carer reported appropriate child restraint use (77.2%) among Australian caregivers, influenced by demographics and information sources. High reliance on CRS manuals, fitting stations, and online resources highlights the need for targeted interventions to improve child safety and inform stakeholder policies.

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引用次数: 0

Behind the wheel: Examining the long-term effects of a safe transport education program on driving patterns in older adults

IF 3.2 3区工程技术 Q2 PUBLIC, ENVIRONMENTAL & OCCUPATIONAL HEALTH

Journal of Transport & Health

Pub Date : 2025-01-06 DOI: 10.1016/j.jth.2024.101978

Helen Nguyen , Julie Brown , Lisa Keay , Kristy Coxon

Background

Safe mobility is key to healthy, active ageing. The ‘Behind the Wheel’ program was designed to promote self-regulation of older drivers' driving habits to help them maintain their safety and preserve their mobility. This study examines changes to driving habits four years after 366 participants completed the ‘Behind the Wheel’ randomised controlled trial.

Methods

All 366 participants who completed the original RCT were invited to participate in the follow-up. All participants in the follow-up completed one home visit where information on driving was self-reported using the Driving Habits Questionnaire. The Keele Assessment of Participation measured community participation while depression was defined as a score of ≥2 on the five-item Geriatric Depression Scale. Two odometer readings collected eight weeks apart were used to estimate driving exposure. Between groups differences in driving exposure and self-regulation were analysed using generalised estimating equations and regression models run in R v4.2.2.

Results

215 participants (mean age = 84 years; 59% of original cohort who completed the RCT) completed the four-year follow-up. Most were still driving with no plans to stop (intervention = 88%, control = 92%). The intervention group was more likely to only drive in their home suburb or local government area than the control (Odds Ratio (OR) 164, 95%Cl 1.03–1.32, adjusted for sex). Most participants in both groups reported using alternative transport in the last month (intervention = 65%, control = 75%, p = 0.05). There were no differences between the two groups on total mileage driven, community participation, crash involvement or depressive symptoms.

Conclusion

Four years after exposure to the education program, older drivers were more likely to restrict their driving to local areas than those who were not exposed. Any effects of older driver education programs on driving patterns may therefore only be noticeable over a long period of time. Further work is needed to balance safe mobility and healthy ageing.

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引用次数: 0

Impact of non-pharmaceutical COVID-19 interventions on cyclist and pedestrian injuries in five cities of the province of Quebec

IF 3.2 3区工程技术 Q2 PUBLIC, ENVIRONMENTAL & OCCUPATIONAL HEALTH

Journal of Transport & Health

Pub Date : 2024-12-21 DOI: 10.1016/j.jth.2024.101975

José Ignacio Nazif-Munoz , Brice Batomen , Thomas Gordon Brown , Camila Correa Matias Pereira , Marie-Soleil Cloutier , Claude Giroux , Asma Mamri , Vahid Najafi Moghaddam Gilani , Marie Claude Ouimet , Cynthia Paquet , Émilie Turmel , Ward Vanlaar

The relationship between non-pharmaceutical COVID-19 (NP-COVID-19) interventions, which aimed to regulate public behavior to curb the spread of the virus, and road safety has become a crucial area of research to explore the unintended consequences of the pandemic. This study examines the five cities of Quebec, Canada, to assess the impact of NP-COVID-19 interventions on injuries and killed and severe traffic injuries involving cyclists and pedestrians. Interrupted time-series analyses were conducted from 2015 to 2022 using daily traffic fatality and injury data per 100,000 population. A COVID-19 NP interventions index for Quebec (QCnPI-Index) was developed, incorporating 58 interventions implemented from March 2020 to March 2022 across the cities. Multiple controls commonly used in road safety research, such as weather conditions and seasonal patterns, were applied. We divided the pandemic period into four distinct semesters to facilitate our understanding of changes within the pandemic. Our findings reveal a complex interaction between NPIs and road safety, with reductions in pedestrian injuries and KSI during periods of stringent NPIs, particularly in Montreal and Quebec City. Conversely, for cyclists, the impact varied, showing both increases and decreases in injuries and KSI across different cities and semesters. These results underscore the need for tailored road safety strategies that consider the unique patterns of pedestrian and cyclist mobility during pandemic-related disruptions.

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引用次数: 0

Cycling infrastructure and deprivation: An empirical investigation

IF 3.2 3区工程技术 Q2 PUBLIC, ENVIRONMENTAL & OCCUPATIONAL HEALTH

Journal of Transport & Health

Pub Date : 2024-12-20 DOI: 10.1016/j.jth.2024.101974

Grace Betts, Dimitris Potoglou

Background

Under the Active Travel (Wales) Act 2013, local authorities in Wales must construct new cycling infrastructure and multi-use lanes. Using Cardiff as its geographic focus, this study aims to: (1) examine the distribution of cycling infrastructure across neighbourhoods based on their relative deprivation, (2) assess change in levels of active commuting and cycling frequency among Cardiff residents differ by deprivation group, and (3) identify whether cycling infrastructure is associated with cycling when controlling for sociodemographic and environmental factors.

Methods

This study utilised quantitative methods to analyse linked data across the National Survey for Wales, the Welsh Index for Multiple Deprivation, and geospatial data of cycling infrastructure. The study analysed differences in infrastructure across deprivation groups and change in active travel. Mixed logistic regression models examined associations of cycling infrastructure with active travel after controlling for sociodemographic and environmental characteristics.

Results

Cycling infrastructure has been equally distributed by area deprivation, however, a high percentage of most-deprived area had zero bike lanes. From 2018 to 19 to 2019-20, active commuting increased, and private motorised transport decreased (χ² = 15.16, p < 0.01), but mainly among people in the middle deprivation group (χ² = 18.3, p < 0.01). Between 2016-17 and 2018-19, cycling frequency did not change significantly. When controlling for individual socio-demographic factors, the length of cycle lanes was not associated with the odds of active commuting, though access to services and distance to work remained its key predictors.

Conclusions

Findings from this study provide evidence on the equity of cycling infrastructure deployment in Cardiff and offer insights into where and for whom travel behaviours are becoming more sustainable. Results enable city leaders and policymakers to target ongoing and future active travel interventions towards those subgroups and geographic areas in which they will make the most impact, and tailor them to maximise benefit.

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引用次数: 0

Factors associated with psychological distress among australian truck drivers: The role of personal, occupation, work, lifestyle, and health risk factors

IF 3.2 3区工程技术 Q2 PUBLIC, ENVIRONMENTAL & OCCUPATIONAL HEALTH

Journal of Transport & Health

Pub Date : 2024-12-19 DOI: 10.1016/j.jth.2024.101973

Ting Xia , Elizabeth Pritchard , Caryn van Vreden , Alex Collie , Sharon Newnam , Dan I. Lubman , Ross Iles

引用次数: 0

Walking patterns in older adults: Modeling the interplay of frequency, place, and purpose

IF 3.2 3区工程技术 Q2 PUBLIC, ENVIRONMENTAL & OCCUPATIONAL HEALTH

Journal of Transport & Health

Pub Date : 2024-12-09 DOI: 10.1016/j.jth.2024.101962

Angela J. Haddad , Hyunjun Hwang , Irfan Batur , Ram M. Pendyala , Chandra R. Bhat

Introduction

Walking is an important physical activity with significant health benefits. Despite the presence of an extensive body of research dedicated to understanding various aspects of walking, there is a need for a more holistic and comprehensive understanding of walking behaviors. With many countries facing an increasingly aging population, this issue is of particular importance for older adults for whom walking can provide significant physical and mental health benefits. This paper studies three key walking behaviors: walking frequency, purpose, and place/location.

Methods

The study utilizes data from the 2022 American Association of Retired Persons (AARP) walking survey and employs a multivariate ordered probit (MORP) approach to jointly model the three dimensions of walking. This method allows capturing exogenous variable effects and endogenous variable effects, while controlling for error correlations arising from the presence of unobserved traits that simultaneously affect multiple outcome variables. The survey also provides valuable data to examine other dimensions of walking behavior in older adults in a post-COVID environment, including duration, companionship, and perceived benefits and barriers.

Results

The findings indicate plenty of scope for enhancing purpose-driven walking through the provision of walk-friendly environments in and around residential neighborhoods. Significant socioeconomic disparities also hinder certain population segments from engaging in walking activities, particularly in their residential neighborhoods.

Conclusions

The multidimensional dataset and findings obtained from this study offer a rich resource for future research, and for informing the design of urban planning and public health interventions, to promote walking and enhance quality of life among older adults.

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引用次数: 0

Are e-scooters active transport? Measured physical activity outputs of e-scooter riding vs walking

IF 3.2 3区工程技术 Q2 PUBLIC, ENVIRONMENTAL & OCCUPATIONAL HEALTH

Journal of Transport & Health

Pub Date : 2024-12-07 DOI: 10.1016/j.jth.2024.101963

Christopher Payne, Samuel A. Smith, Ashleen Sappal, Rushil Boorgula, Katrina A. Taylor

Introduction

E-scooters have been adopted into the urban transportation network as a convenient, environmentally friendly, and low-cost mode of transportation intended to reduce vehicle dependence over short distances. However, there is a concern that e-scooters displace active modes of transport such as walking and therefore have the potential to negatively impact physical activity (PA), health and well-being. Currently, limited evidence exists to accurately quantify energy expenditure, and physiological and psychological responses to an acute bout of e-scooter riding.

Methods

This study compared a 15-minute bout of e-scooter riding to time-matched resting and walking conditions using a randomised crossover trial conducted in a controlled laboratory setting. The resting condition was performed in a supine position, and both e-scooter and walking were performed on a motorised treadmill. Cardiorespiratory measures were recorded for each condition using online gas analysis, and the metabolic equivalent of task (MET) minutes were used to determine energy expenditure. Subjective experience was also measured post-walking and e-scooter conditions.

Results

15 minutes of walking yielded significantly greater MET minutes (55 ± 7 MET-min) compared to both resting (15 ± 4 MET-min, P < 0.001, d = 7.38) and e-scooter (24 ± 6 MET-min, P < 0.001, d = 5.18) conditions. Psychological well-being was significantly greater (P < 0.001, d = 0.648) following walking (19.2 ± 4.1) compared to e-scooter (17.1 ± 4.5). Psychological distress (P = 0.40) was significantly lower post-walking (5.0 ± 1.8) compared to e-scooter (5.8 ± 2.6).

Conclusion

In a controlled laboratory environment, riding an e-scooter resulted in significantly less energy expenditure and elicited an unfavourable psychological response compared to walking. Regular e-scooter use could displace PA participation and increase physical inactivity with resultant negative health consequences. PA engagement and health guidelines should be considered in the strategic development of electric micro-mobility transportation.

{"title":"Are e-scooters active transport? Measured physical activity outputs of e-scooter riding vs walking","authors":"Christopher Payne, Samuel A. Smith, Ashleen Sappal, Rushil Boorgula, Katrina A. Taylor","doi":"10.1016/j.jth.2024.101963","DOIUrl":"10.1016/j.jth.2024.101963","url":null,"abstract":"<div><h3>Introduction</h3><div>E-scooters have been adopted into the urban transportation network as a convenient, environmentally friendly, and low-cost mode of transportation intended to reduce vehicle dependence over short distances. However, there is a concern that e-scooters displace active modes of transport such as walking and therefore have the potential to negatively impact physical activity (PA), health and well-being. Currently, limited evidence exists to accurately quantify energy expenditure, and physiological and psychological responses to an acute bout of e-scooter riding.</div></div><div><h3>Methods</h3><div>This study compared a 15-minute bout of e-scooter riding to time-matched resting and walking conditions using a randomised crossover trial conducted in a controlled laboratory setting. The resting condition was performed in a supine position, and both e-scooter and walking were performed on a motorised treadmill. Cardiorespiratory measures were recorded for each condition using online gas analysis, and the metabolic equivalent of task (MET) minutes were used to determine energy expenditure. Subjective experience was also measured post-walking and e-scooter conditions.</div></div><div><h3>Results</h3><div>15 minutes of walking yielded significantly greater MET minutes (55 ± 7 MET-min) compared to both resting (15 ± 4 MET-min, P < 0.001, d = 7.38) and e-scooter (24 ± 6 MET-min, P < 0.001, d = 5.18) conditions. Psychological well-being was significantly greater (P < 0.001, d = 0.648) following walking (19.2 ± 4.1) compared to e-scooter (17.1 ± 4.5). Psychological distress (P = 0.40) was significantly lower post-walking (5.0 ± 1.8) compared to e-scooter (5.8 ± 2.6).</div></div><div><h3>Conclusion</h3><div>In a controlled laboratory environment, riding an e-scooter resulted in significantly less energy expenditure and elicited an unfavourable psychological response compared to walking. Regular e-scooter use could displace PA participation and increase physical inactivity with resultant negative health consequences. PA engagement and health guidelines should be considered in the strategic development of electric micro-mobility transportation.</div></div>","PeriodicalId":47838,"journal":{"name":"Journal of Transport & Health","volume":"41 ","pages":"Article 101963"},"PeriodicalIF":3.2,"publicationDate":"2024-12-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143139368","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}

引用次数: 0

Identifying disparities in the relationship between neighborhood walkability and active transportation safety within South Carolina

IF 3.2 3区工程技术 Q2 PUBLIC, ENVIRONMENTAL & OCCUPATIONAL HEALTH

Journal of Transport & Health

Pub Date : 2024-12-06 DOI: 10.1016/j.jth.2024.101960

Anna L. Chupak , Shirelle H. Hallum , Farnaz Hesam Shariati , Erin Looney , Andrew T. Kaczynski

Background

Active transportation crashes are of great concern in the Southeast U.S., especially within disadvantaged neighborhoods with poor infrastructure. Little research has evaluated how characteristics of the built environment are associated with active transportation safety, or how this association may differ by neighborhood disadvantage. This study examined the relationship between neighborhood walkability and pedestrian and cyclist crashes, including variations by social vulnerability across census tracts in South Carolina (SC).

Methods

Four key variables were collected for each census tract in SC (N = 1103): walkability, pedestrian and cyclist crashes, and social vulnerability. The Environmental Protection Agency's National Walkability Index (NWI) scores were averaged across block groups to determine walkability per tract. Pedestrian (N = 10,689) and cyclist (N = 4802) crash count and severity were obtained from SCDOT [2011–2021], aggregated per tract, and adjusted for average trips per day. Social vulnerability, the degree of susceptibility of a community to hazards, was measured by the Centers for Disease Control and Prevention, Social Vulnerability Index (SVI); higher percentile rankings indicate greater SV. Hierarchical linear regressions were conducted to determine the relationship between walkability and pedestrian and cyclist crash count and severity, including moderation by SV.

Results

Across all SC census tracts, there was a significant, negative relationship between walkability and pedestrian and cyclist crash count (b = −0.005,SE = 0.001; b = −0.020,SE = 0.003) and severity (b = 1.073,SE = 0.193; b = −2.831,SE = 0.492) per trip. Further, greater walkability within tracts at high compared to low SV levels, was especially associated with fewer and less severe crashes.

Conclusion

Worsened walkability was associated with greater and more severe active transportation crashes, significantly varying by SV. These findings help identify neighborhoods in SC in need of infrastructure improvements to address active transportation safety, thereby facilitating greater physical activity and reducing chronic disease.

{"title":"Identifying disparities in the relationship between neighborhood walkability and active transportation safety within South Carolina","authors":"Anna L. Chupak , Shirelle H. Hallum , Farnaz Hesam Shariati , Erin Looney , Andrew T. Kaczynski","doi":"10.1016/j.jth.2024.101960","DOIUrl":"10.1016/j.jth.2024.101960","url":null,"abstract":"<div><h3>Background</h3><div>Active transportation crashes are of great concern in the Southeast U.S., especially within disadvantaged neighborhoods with poor infrastructure. Little research has evaluated how characteristics of the built environment are associated with active transportation safety, or how this association may differ by neighborhood disadvantage. This study examined the relationship between neighborhood walkability and pedestrian and cyclist crashes, including variations by social vulnerability across census tracts in South Carolina (SC).</div></div><div><h3>Methods</h3><div>Four key variables were collected for each census tract in SC (N = 1103): walkability, pedestrian and cyclist crashes, and social vulnerability. The Environmental Protection Agency's National Walkability Index (NWI) scores were averaged across block groups to determine walkability per tract. Pedestrian (N = 10,689) and cyclist (N = 4802) crash count and severity were obtained from SCDOT [2011–2021], aggregated per tract, and adjusted for average trips per day. Social vulnerability, the degree of susceptibility of a community to hazards, was measured by the Centers for Disease Control and Prevention, Social Vulnerability Index (SVI); higher percentile rankings indicate greater SV. Hierarchical linear regressions were conducted to determine the relationship between walkability and pedestrian and cyclist crash count and severity, including moderation by SV.</div></div><div><h3>Results</h3><div>Across all SC census tracts, there was a significant, negative relationship between walkability and pedestrian and cyclist crash count (b = −0.005,SE = 0.001; b = −0.020,SE = 0.003) and severity (b = 1.073,SE = 0.193; b = −2.831,SE = 0.492) per trip. Further, greater walkability within tracts at high compared to low SV levels, was especially associated with fewer and less severe crashes.</div></div><div><h3>Conclusion</h3><div>Worsened walkability was associated with greater and more severe active transportation crashes, significantly varying by SV. These findings help identify neighborhoods in SC in need of infrastructure improvements to address active transportation safety, thereby facilitating greater physical activity and reducing chronic disease.</div></div>","PeriodicalId":47838,"journal":{"name":"Journal of Transport & Health","volume":"41 ","pages":"Article 101960"},"PeriodicalIF":3.2,"publicationDate":"2024-12-06","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143139369","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}

引用次数: 0

A meta-review of literature reviews of disability, travel and inequalities

IF 3.2 3区工程技术 Q2 PUBLIC, ENVIRONMENTAL & OCCUPATIONAL HEALTH

Journal of Transport & Health

Pub Date : 2024-12-04 DOI: 10.1016/j.jth.2024.101961

Jennifer S. Mindell , Roger L. Mackett , Steve Yaffe , Sewa Amin

Introduction

The importance of travel for mental and physical health and the adverse impacts of transport on health are increasingly recognised in policy and practice, but less attention is paid to the effects of disability on the ability to travel.

Methods

We searched the TRID database on June 1, 2023, using abstract keywords ‘disability’ or ‘disabilities’. We used the index term ‘literature reviews’ in 'all publications' from 2019 to 2023 inclusive. We also searched the journal Transport Reviews, finding six reviews, and were informed of two additional reviews. We repeated the search in July 2024, using Google Scholar. Forty-three unique recent reviews examined travellers with physical or cognitive disabilities; 24 met our inclusion criteria and underwent quality appraisal.

Results

Travel behaviour differs between transport users with and without disabilities. Those with disabilities make 10–30% fewer trips. They tend to use different transport modes and travel to nearer destinations but their journeys often take more time, are more complex, and can cost more. Individuals with disabilities are less able to travel both locally and regionally. This reduces independence, increases unemployment, and leads to missed medical appointments. Travel barriers vary with type and severity of disability, socioeconomic status, and transport infrastructure quality. People with disabilities often use familiar routes for comfort. Systemic obstacles include public transport unreliability; long waiting times; maintenance issues (e.g. pavement [sidewalk] maintenance, vehicle accessibility equipment); accessibility and affordability; and poor access to technology and information. Training for people with disabilities and transport staff is beneficial.

Conclusions

The United Nations Convention on the Rights of Persons with Disabilities highlights the importance of transport to help people with disabilities access the same services, goods, and people as other people. Taking a universal design approach benefits everyone. Barriers can be overcome with accessibility policies integral to the transport planning process.

{"title":"A meta-review of literature reviews of disability, travel and inequalities","authors":"Jennifer S. Mindell , Roger L. Mackett , Steve Yaffe , Sewa Amin","doi":"10.1016/j.jth.2024.101961","DOIUrl":"10.1016/j.jth.2024.101961","url":null,"abstract":"<div><h3>Introduction</h3><div>The importance of travel for mental and physical health and the adverse impacts of transport on health are increasingly recognised in policy and practice, but less attention is paid to the effects of disability on the ability to travel.</div></div><div><h3>Methods</h3><div>We searched the TRID database on June 1, 2023, using abstract keywords ‘disability’ or ‘disabilities’. We used the index term ‘literature reviews’ in 'all publications' from 2019 to 2023 inclusive. We also searched the journal <em>Transport Reviews</em>, finding six reviews, and were informed of two additional reviews. We repeated the search in July 2024, using Google Scholar. Forty-three unique recent reviews examined travellers with physical or cognitive disabilities; 24 met our inclusion criteria and underwent quality appraisal.</div></div><div><h3>Results</h3><div>Travel behaviour differs between transport users with and without disabilities. Those with disabilities make 10–30% fewer trips. They tend to use different transport modes and travel to nearer destinations but their journeys often take more time, are more complex, and can cost more. Individuals with disabilities are less able to travel both locally and regionally. This reduces independence, increases unemployment, and leads to missed medical appointments. Travel barriers vary with type and severity of disability, socioeconomic status, and transport infrastructure quality. People with disabilities often use familiar routes for comfort. Systemic obstacles include public transport unreliability; long waiting times; maintenance issues (e.g. pavement [sidewalk] maintenance, vehicle accessibility equipment); accessibility and affordability; and poor access to technology and information. Training for people with disabilities and transport staff is beneficial.</div></div><div><h3>Conclusions</h3><div>The United Nations Convention on the Rights of Persons with Disabilities highlights the importance of transport to help people with disabilities access the same services, goods, and people as other people. Taking a universal design approach benefits everyone. Barriers can be overcome with accessibility policies integral to the transport planning process.</div></div>","PeriodicalId":47838,"journal":{"name":"Journal of Transport & Health","volume":"41 ","pages":"Article 101961"},"PeriodicalIF":3.2,"publicationDate":"2024-12-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"143138941","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}

引用次数: 0