Journal of Transport & Health最新文献_第9页

Socio-environmental factors associated with shifts in children's travel mode between 6 and 8 years 与 6 至 8 岁儿童出行方式转变相关的社会环境因素

IF 3.6 3区工程技术 Q1 Medicine

Journal of Transport & Health

Pub Date : 2024-04-23 DOI: 10.1016/j.jth.2024.101811

Melody Smith , Alana Cavadino , Yijun Zhang , Hayley McGlashan Fainu , Jinfeng Zhao , Susan Morton , Debbie Hopkins , Harriette Carr , Terryann C. Clark

Introduction

Active school travel (AST) is an important contributor to child health, yet levels are low and declining in Aotearoa New Zealand. There is a paucity of research exploring change in AST over the earliest school years, a key life stage for setting AST habits for lifelong health gain. We aimed to measure transport mode shifts between 6 and 8 years of age, and identify factors associated with mode shifts.

Methods

We used data from the 6 and 8 year waves of the Growing Up in New Zealand Study, including 642 participants with AST measures at both times. Parents/caregivers were asked about their child's usual transport mode to/from school, perceptions about distance to school, school community cohesion, perceptions of their child at school, and a range of sociodemographic factors. At 8 years, children also self-reported perceptions of peer relationships and school. Factors associated with shifts from active to passive, and passive to active modes from 6 to 8 years were explored using stepwise logistic regression with backwards selection.

Results

AST was low at both time points (37% at 6 years, 34% at 8 years). Overall, 12% moved from active to passive modes and 9% moved from passive to active modes. Higher odds of shifting to active travel modes at 8 years were found for boys, living closer to school, parent-reported importance of living close to school, and child-reported peer relationships/liking school at 8 years. Only one factor was associated with changing to passive modes; for each one unit increase in school community cohesion at 6 years, the odds of changing to passive modes versus remaining with active modes was 15%.

Conclusion

Findings from this study highlight an urgent need for policy and practice to enable and encourage active travel modes for young children and their families.

导言：积极的学校旅行（AST）是儿童健康的重要因素，但在新西兰奥特亚罗瓦，AST 的水平很低，而且还在下降。学龄前是养成积极的校园出行习惯以获得终生健康的关键时期，但有关学龄前积极的校园出行变化的研究却很少。我们的目标是测量 6 至 8 岁期间交通方式的转变，并确定与交通方式转变相关的因素。方法我们使用了新西兰成长研究 6 年和 8 年波次的数据，其中包括 642 名在这两个时间段都进行了 AST 测量的参与者。我们向家长/监护人询问了孩子上学/放学的通常交通方式、对学校距离的看法、学校社区凝聚力、对孩子在学校的看法以及一系列社会人口因素。8 岁时，儿童还自我报告了对同伴关系和学校的看法。采用逐步逻辑回归和反向选择的方法，探讨了6至8岁儿童从主动模式转为被动模式以及从被动模式转为主动模式的相关因素。总体而言，12%的人从主动出行方式转变为被动出行方式，9%的人从被动出行方式转变为主动出行方式。8岁时改用主动出行方式的几率较高的因素包括：男孩、居住地离学校较近、家长报告居住地离学校较近的重要性以及儿童报告的8岁时同伴关系/喜欢学校。只有一个因素与改用被动式出行方式有关；6 岁时学校社区凝聚力每增加一个单位，改用被动式出行方式的几率就会比继续使用主动式出行方式的几率高出 15%。

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引用次数: 0

Considering the importance of transport to the wellbeing of Māori social housing residents 考虑到交通对毛利人社会住房居民福祉的重要性

IF 3.6 3区工程技术 Q1 Medicine

Journal of Transport & Health

Pub Date : 2024-04-17 DOI: 10.1016/j.jth.2024.101809

Els Russell , Christina McKerchar , James Berghan , Angela Curl , Helen Fitt

Background

Indigenous Māori conceptualisations of home extend beyond the house and encompass the ways in which people move in and around their environments. This movement is enabled by appropriate and accessible transport systems. For Māori living in social housing, who may already be disconnected from their whānau (family group, extended family), friends and places of belonging, access to the wider urban environment is essential for supporting health and wellbeing. Despite literature depicting Māori inequities in both transport access and in transport-related health outcomes such as access to a general practitioner, there is little research that explores transport as an enabler of wellbeing for Māori living in social housing. This is the gap that this research fills.

Methods

This qualitative research took a Kaupapa Māori approach and privileged Indigenous Māori worldviews and concepts throughout. Interviews were conducted with twelve Māori residents living in social housing complexes in Christchurch New Zealand. Interviews explored how Māori experienced their housing complex and the travel they did between their complex and the wider urban environment. Interviews were transcribed verbatim, coded and analysed by the lead Māori researcher.

Results

Results describe how residents use different forms of transport to access the environment around their social housing complexes. Despite utilising a wide range of transport modes, participants discussed the barriers they face when using both private and public forms of transport. The research also looks at how Māori living in social housing perceive novel transport technologies and poses questions surrounding the suitability of these schemes for reducing transport inequities.

Conclusions

These localised experiences provide insight into the role transport plays in creating a home and in establishing and maintaining social connections for Māori living in social housing. In doing so, the research explains the link between transport access and Indigenous wellbeing while also exploring some of the concerns those living in social housing have surrounding their inclusion in transport solutions. Findings reinforce the notion that successful transport systems for Indigenous populations come from a place of co-design where Indigenous peoples are equal partners in decision-making.

背景土著毛利人对 "家 "的概念不仅仅局限于房屋，还包括人们在其周围环境中的活动方式。适当和方便的交通系统为这种移动提供了便利。对于居住在社会住房中的毛利人来说，他们可能已经与自己的whānau（家庭群体、大家庭）、朋友和归属地脱节，因此，进入更广阔的城市环境对于支持健康和幸福至关重要。尽管有文献描绘了毛利人在交通便利性和与交通相关的健康结果（如看全科医生）方面的不平等，但很少有研究探讨交通对居住在社会住房中的毛利人的健康的促进作用。这项定性研究采用了毛利人考帕帕（Kaupapa Māori）方法，并在整个研究过程中优先考虑了毛利土著人的世界观和概念。研究人员对居住在新西兰基督城社会住宅区的十二名毛利居民进行了访谈。访谈探讨了毛利人如何体验他们的住宅区，以及他们在住宅区和更广阔的城市环境之间的往来。访谈内容由主要的毛利研究人员逐字记录、编码和分析。结果结果描述了居民如何使用不同形式的交通工具进入社会住宅区周围的环境。尽管使用的交通方式多种多样，但参与者讨论了他们在使用私人和公共交通方式时遇到的障碍。这项研究还探讨了居住在社会住房中的毛利人是如何看待新型交通技术的，并提出了围绕这些计划是否适合减少交通不平等的问题。在此过程中，研究解释了交通便利与土著人福祉之间的联系，同时也探讨了居住在社会住房中的毛利人对将其纳入交通解决方案的一些担忧。研究结果强化了这样一种观念，即土著居民成功的交通系统来自于共同设计，土著居民是决策过程中的平等伙伴。

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引用次数: 0

Older adults’ staying at home in greater Tokyo: Association with population density and roles of car ownership and public transport 大东京地区老年人呆在家中的情况：与人口密度的关系以及汽车拥有量和公共交通的作用

IF 3.6 3区工程技术 Q1 Medicine

Journal of Transport & Health

Pub Date : 2024-04-16 DOI: 10.1016/j.jth.2024.101807

Takumi Abe , Shilpa Dogra , Neville Owen , Takemi Sugiyama

Introduction

Going out of the home is important for older people's health. This study examined how staying at home was associated with population density and whether car ownership and public transport mediated the association.

Methods

Data from 86,077 older adults who participated in the Sixth Greater Tokyo Metropolitan Area Household Travel Survey were used. We conducted multilevel logistic regression analyses to estimate the odds of staying at home (not reporting any travel on a survey day) by population density. Further analyses for the samples stratified by car ownership and public transport stop (PTS) density were conducted.

Results

Staying at home was more common in low population density areas. Each additional 100 persons/ha was associated with a 15% lower odds ratio of staying at home. This association was moderated by PTS density score but not by car ownership. Population density was not significantly associated with staying at home in areas with high PTS density score (odds ratio [OR] = 0.97, 95% confidence interval [CI]: 0.93, 1.02), but low density was associated with a higher odds ratio in areas with lower PTS density score (OR = 0.80, 95% CI: 0.76, 0.85) and regardless of car ownership.

Conclusions

Better access to public transport may protect older adults living in lower density areas from staying at home. Transport initiatives may be needed to support older adults’ out-of-home mobility in low density areas.

导言走出家门对老年人的健康非常重要。本研究探讨了待在家里与人口密度之间的关系，以及汽车拥有率和公共交通是否对这种关系起到了中介作用。我们进行了多层次逻辑回归分析，根据人口密度估算了待在家里（调查当天未报告任何出行）的几率。结果在人口密度低的地区，待在家里的情况更为普遍。每增加 100 人/公顷，待在家里的几率就会降低 15%。这种关联受 PTS 密度评分的调节，但与汽车拥有量无关。在 PTS 密度得分较高的地区，人口密度与待在家里的几率没有明显关系（几率比 [OR] = 0.97，95% 置信区间 [CI]：0.93, 1.02），但在 PTS 密度得分较低的地区，无论是否拥有汽车，低人口密度都与较高的几率有关（几率比 = 0.80，95% 置信区间 [CI]：0.76, 0.85）。在低密度地区，可能需要采取交通措施来支持老年人走出家门。

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引用次数: 0

Changes in the role of built environment factors on bike-sharing usage among older adults before and after the COVID-19 pandemic: Policy implications in Seoul, South Korea COVID-19 大流行前后建筑环境因素对老年人使用共享单车的作用变化：韩国首尔的政策影响

IF 3.6 3区工程技术 Q1 Medicine

Journal of Transport & Health

Pub Date : 2024-04-12 DOI: 10.1016/j.jth.2024.101805

Jinhyun Hong , Sunjae Lee , Hyeonjeong Lee , Bumjoon Kang

Introduction

Older adults could experience numerous health benefits from cycling, including improvements in physical and mental health, as well as enhancements to their social networks. Recently, amid the COVID-19 pandemic, cycling among older adults has significantly increased in many cities. It is needed to further examine how the built environment is associated with the cycling behaviour of older adults and how the relationships changed throughout the COVID-19 pandemic.

Methods

We collected bike sharing “Ddareungi” data in 2019 (before-) and 2022 (during-COVID-19 pandemic) in Seoul, South Korea, with age information, and aggregated and standardized at the Dong level (N = 424). Cycling behaviours of older adults were examined by associating them with built environment factors, using spatial generalised linear mixed models. The analysis controlled for the confounding effects by location.

Results

Ddareungi data yielded a total travelled distance of 34,193 m/ha in 2019 and 73,840 m/ha in 2022. Both young and older adults residing in neighbourhoods with intense cycle infrastructure cycled more than their counterparts, consistently at both before and during the COVID-19 pandemic periods. The association between bike-sharing and public transportation usage became insignificant, while the connection with land use mix became highly significant during the COVID-19 pandemic among older adults. Parks play a significant role in the cycling behaviour of older adults in Seoul.

Conclusions

During the COVID-19 pandemic, changes were found in the association between older adults' bike-sharing usage and certain built environments. Land use mix and park density became significantly associated, whereas bus ridership's association became insignificant. Cycle infrastructure maintained consistent associations with cycling behaviour for both young and older groups, both before and during the COVID-19 pandemic.

导言：老年人骑自行车可为健康带来诸多益处，包括改善身体和心理健康，以及增强他们的社交网络。最近，随着 COVID-19 的流行，许多城市的老年人骑自行车的人数显著增加。我们收集了韩国首尔 2019 年（COVID-19 流行前）和 2022 年（COVID-19 流行期间）共享单车 "Ddareungi "的数据，其中包括年龄信息，并在东区层面进行了汇总和标准化（N = 424）。利用空间广义线性混合模型，将老年人的骑车行为与建筑环境因素联系起来进行研究。结果达仁吉的数据显示，2019 年的总骑行距离为 34193 米/公顷，2022 年为 73840 米/公顷。在COVID-19大流行之前和期间，居住在自行车基础设施密集地区的年轻人和老年人骑车的次数都高于同龄人。在 COVID-19 大流行期间，共享单车与公共交通使用率之间的关系变得不显著，而与土地使用组合的关系在老年人中变得非常显著。结论在 COVID-19 大流行期间，老年人使用共享单车与某些建筑环境之间的关系发生了变化。土地利用组合和公园密度之间的关系变得明显，而与公交车乘客的关系则变得不明显。无论是在 COVID-19 大流行之前还是期间，自行车基础设施与年轻人和老年人群体的骑车行为都保持着一致的联系。

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引用次数: 0

Health expenditure impact of opening a new public transport station: A natural experiment of JR-Sojiji station in Japan 开设新公共交通站对健康支出的影响：日本 JR 圣地站的自然实验

IF 3.6 3区工程技术 Q1 Medicine

Journal of Transport & Health

Pub Date : 2024-04-09 DOI: 10.1016/j.jth.2024.101808

Haruka Kato , Taisuke Ichihara , Kenta Arai

Introduction

This study focuses on the opening of a new transit station as a possible approach to decreasing healthcare expenditure. The hypothesis was that opening a new transport station would encourage the employed people and their families to increase physical activity by improving transport accessibility. However, the causality between the building of the station and the decrease in healthcare expenditures has still not been fully understood. Therefore, this study aims to examine the impact of opening a public transport station on health expenditure per capita for medically treated employees and their families.

Methods

This study adopted a natural experiment using the case of the opening of the JR-Sojiji Station in Japan. Participants were selected from the medical dataset “REZULT,” which consists of aggregated health insurance claims data. The outcome was the average monthly health expenditures per capita. The exposure group was set as those who go to healthcare facilities in the Mishima and Oda districts, where JR Sojiji Station is located. The covariate group was set as those who go to healthcare facilities in other districts in Ibaraki City. The outcome was medical fee receipts from health insurers. The causal impact algorithm analyzed the causal relation using panel time series data.

Results and conclusion

These results of the causal impact algorithm indicated that opening a new public transport station was significantly associated with the decrease in average cumulative health expenditures per capita by approximately JPY 99257.31 (95% confidence interval is from JPY 62119.02 to JPY 136194.37) over four years. In conclusion, this study's results are consistent with previous studies suggesting that increased access to transit may increase physical activity among transit users and may lead to a decrease in healthcare expenditures.

导言：本研究的重点是将开设一个新的交通站作为减少医疗支出的一种可能方法。其假设是，通过改善交通便利性，新交通站的启用将鼓励就业者及其家人增加体育锻炼。然而，人们仍未充分了解车站建设与医疗支出减少之间的因果关系。因此，本研究旨在探讨公共交通车站的开通对接受过医疗治疗的员工及其家属的人均医疗支出的影响。参与者从医疗数据集 "REZULT "中选出，该数据集由健康保险索赔数据汇总而成。实验结果是人均月医疗支出。暴露组设定为在 JR 土肥寺站所在的三岛和织田地区的医疗机构就诊的人。协变量组设定为前往茨城县其他地区医疗机构就诊的人群。结果是医疗保险公司的医疗费收入。因果影响算法使用面板时间序列数据分析了因果关系。结果和结论因果影响算法的结果表明，新公共交通站的开设与四年内人均累计医疗支出减少约 99257.31 日元（95% 置信区间为 62119.02 日元至 136194.37 日元）有显著相关性。总之，本研究的结果与之前的研究结果一致，都表明增加公交出行可增加公交使用者的体育锻炼，从而减少医疗支出。

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引用次数: 0

An online project scoping tool to facilitate health-promoting built environment decisions by non-health professionals 在线项目范围界定工具，便于非卫生专业人员做出促进健康的建筑环境决策

IF 3.6 3区工程技术 Q1 Medicine

Journal of Transport & Health

Pub Date : 2024-04-09 DOI: 10.1016/j.jth.2024.101785

Maxim Gakh , Megan McDonough , Courtney Coughenour , Nicole Bungum , Mindy Meacham , Timothy Bungum , Jennifer Pharr

Introduction

Land-use planning and transportation are critical to health. Urban design influences health behaviors and outcomes, including physical activity and injury. However, health is rarely central to land use decision-making. Recent calls to action urge increased collaboration between planning, transportation, and public health professionals to facilitate health-oriented community design. Making these collaborations concrete, evidence-informed, and systematic can be daunting.

Methods

To increase systematic inclusion of health into land use and transportation planning in a large U.S. urban metropolitan area, an online Project Scoping Tool (PST) was created. Literature reviews, readily accessible secondary data sources, and practical data collection tools were identified and combined to draft an online tool. Recommendations generated through a Health Impact Assessment of a local proposed transportation project were incorporated into the tool. Drafts were refined through further research and stakeholder input. The tool was designed to prioritize usability.

Results

Transportation and planning professionals in the metropolitan area can use the PST in project scoping and design. First, PST users utilize available data to examine a proposed project area's needs by assessing health equity; walking, biking, and crash rates; land-use diversity; and connectivity to schools and parks. Second, PST users assess the proposed project area's existing infrastructure, including how walkable and bikeable it is. The 11 PST questions generate scores that produce infrastructure recommendations to maximize a project's health potential. PST users can integrate these recommendations into their projects.

Conclusions

The PST can promote equitable community design and concretize broad, population-based land use reform efforts with potential for lasting physical activity and injury-related benefits. Such a tool, modified to support other regions and utilized in project planning, could enable a tangible way to operationalize Health in All Policies in the land use sector and to ensure that community design decisions take health into account.

导言土地使用规划和交通对健康至关重要。城市设计会影响健康行为和结果，包括体育活动和伤害。然而，健康很少成为土地使用决策的核心。最近的行动呼吁要求加强规划、交通和公共卫生专业人员之间的合作，以促进以健康为导向的社区设计。为了在美国一个大型都市区的土地利用和交通规划中更系统地纳入健康因素，我们创建了一个在线项目范围界定工具（PST）。文献综述、易于获取的二级数据源和实用的数据收集工具被确定并结合在一起，以起草在线工具。通过对当地一个拟议交通项目进行健康影响评估而产生的建议也被纳入了该工具。通过进一步研究和利益相关者的意见，对草案进行了完善。结果大都会地区的交通和规划专业人员可在项目范围界定和设计中使用 PST。首先，PST 用户可利用现有数据，通过评估健康公平性、步行、骑自行车和交通事故发生率、土地使用多样性以及与学校和公园的连通性，检查拟议项目区域的需求。其次，PST 用户会评估拟议项目区的现有基础设施，包括适合步行和骑自行车的程度。PST 的 11 个问题会产生分数，从而提出基础设施建议，最大限度地发挥项目的健康潜力。结论 PST 可以促进公平的社区设计，并将广泛的、以人口为基础的土地使用改革工作具体化，具有持久的体育活动和伤害相关效益的潜力。这种工具经修改后可支持其他地区，并可在项目规划中使用，它可以成为在土地利用领域实施 "全民健康政策 "的具体方式，并确保社区设计决策考虑到健康因素。

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引用次数: 0

Travel to school patterns and perceptions of walking to school in New Zealand adolescents before versus during the COVID-19 pandemic COVID-19大流行之前和期间新西兰青少年的上学方式和步行上学的看法

IF 3.6 3区工程技术 Q1 Medicine

Journal of Transport & Health

Pub Date : 2024-04-09 DOI: 10.1016/j.jth.2024.101803

Sandra Mandic , Enrique García Bengoechea , Kirsten J. Coppell , Michael Keall , Melody Smith , Debbie Hopkins , Susan Sandretto , Gordon Wilson , Gavin Kidd , Charlotte Flaherty , Jennifer S. Mindell , Janet Stephenson , Kimberley King , Kaisa Kentala , Anna Rolleston , John C. Spence

Background

In many countries, adolescents' active school travel rates were declining prior to the onset of the COVID-19 pandemic. Subsequent changes in active school travel have not yet been investigated systematically. This study compared school travel modes and adolescents' perceptions of walking to school 5–6 years before (period 1 (P1)) and 1–2 years after (period 2 (P2)) the onset of the COVID-19 pandemic.

Methods

Adolescents from Dunedin, New Zealand, completed an online questionnaire about their school travel and perceptions of walking to school in 2014–2015 (P1; n = 1463; 55.2% female) and 2021–2022 (P2; n = 1421; 44.4% female). Home-to-school distance was calculated using Geographic Information Systems. Data analysis included Chi-square tests, logistic regression and ordinary least squares regression.

Results

The odds of adolescents walking to school ‘all the time’ or ‘most of the time’ versus ‘never’, ‘sometimes’ or ‘rarely’ were significantly lower in P2 compared with P1. The odds following the pandemic onset were only 0.58 of those pre-pandemic (95% CI: 0.43–0.79), controlling for differences between the two samples. During the same period the proportion of adolescents living in households with ≥2 vehicles increased from 69% to 78%. Adolescents' attitudes towards walking to school indicated significantly lower intentions and higher perceived barriers to walking to school in P2 versus P1, although differences were smaller among those living within walking distance to school.

Conclusions

These findings highlight the need for renewed and extended efforts from cross-sectoral actors to support active school transport among adolescents during COVID-19 pandemic recovery efforts and in future similar events.

背景在 COVID-19 大流行之前，许多国家的青少年主动上学率都在下降。目前还没有系统地研究过学校主动出行的后续变化。本研究比较了COVID-19大流行发生前5-6年（第一阶段（P1））和发生后1-2年（第二阶段（P2））的学校出行方式以及青少年对步行上学的看法。方法新西兰达尼丁的青少年填写了一份在线问卷，内容涉及他们在2014-2015年（P1；n=1463；55.2%为女性）和2021-2022年（P2；n=1421；44.4%为女性）的学校出行情况以及对步行上学的看法。从家到学校的距离是通过地理信息系统计算得出的。结果与 P1 相比，P2 青少年 "一直 "或 "大部分时间 "步行上学的几率明显低于 "从不"、"有时 "或 "很少 "步行上学的几率。大流行开始后的几率仅为大流行前的 0.58（95% CI：0.43-0.79），控制了两个样本之间的差异。在同一时期，生活在拥有≥2辆汽车的家庭中的青少年比例从69%上升到78%。青少年对步行上学的态度表明，P2 与 P1 相比，青少年步行上学的意愿明显降低，而感知到的步行上学障碍则明显增加，尽管居住在学校步行距离内的青少年之间的差异较小。

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引用次数: 0

Understanding associations between neighbourhood-environment perceptions and walking behaviour in low-tier Chinese cities 了解中国低线城市街区环境感知与步行行为之间的关系

IF 3.6 3区工程技术 Q1 Medicine

Journal of Transport & Health

Pub Date : 2024-04-08 DOI: 10.1016/j.jth.2024.101806

Ziwen Sun , Ni Kang , Iain Scott , Simon Bell

Background

Some studies indicate that analyses of neighbourhood environment perceptions and walking behaviour in relation to western models are ineffective or counterproductive in Chinese cities, leading to calls for understanding walking behaviour more through the lens of specific contexts, such as how people in particular cultures and locations live, work and play differently. We aim to build on empirical and theoretical knowledge as to how built environment characteristics affect walking behaviour in low-tier Chinese cities.

Methods

A mixed-methods field-work approach was employed by this study in Suihua (Heilongjiang Province, China) including an adapted version of the Neighbourhood Environment Walkability Scale questionnaire (n = 187), on-site observation and face-to-face interviews. Multiple linear regression was used to analyse the associations of walking duration with sociodemographic characteristics, walking motivations and neighbourhood environmental attributes across three age groups. Interviews and observations were designed to further explore the walking associations through a local culture lens.

Results and conclusion

Our results found that walking duration was positively associated with recreational motivation, but negatively associated with commercial recreational amenities. The age-related associations of walking with the same amenities differed (e.g., walking to Internet bars was negatively associated with middle-aged adults’ walking duration but positively associated with younger adults). The findings from this study can inform planning policies relating to the design of walkable neighbourhoods in low-tier Chinese cities including the consideration of age difference, the effect of weather variables, differing walking motivations, considerations around amenities for recreational walking (e.g., going to parks) and high-consumption recreational amenities (e.g., karaoke bars). It suggests that walking as a social behaviour requires cultural tailoring and should be re-examined in different local and cultural contexts.

背景一些研究表明，根据西方模式分析街区环境感知和步行行为在中国城市是无效或适得其反的，这导致人们呼吁更多地从特定环境的角度来理解步行行为，例如特定文化和地点的人们如何以不同的方式生活、工作和娱乐。本研究在绥化（中国黑龙江省）采用了一种混合方法，包括改编版的邻里环境步行度量表调查问卷（n = 187）、现场观察和面对面访谈。采用多元线性回归分析了步行时间与三个年龄组的社会人口特征、步行动机和邻里环境属性之间的关联。访谈和观察的目的是通过地方文化视角进一步探讨步行的相关性。结果与结论我们的结果发现，步行时间与娱乐动机呈正相关，但与商业娱乐设施呈负相关。与年龄相关的步行与相同设施的关联也有所不同（例如，步行去网吧与中年人的步行时间呈负相关，但与年轻人呈正相关）。这项研究的结果可以为中国低线城市的步行社区设计相关规划政策提供参考，包括考虑年龄差异、天气变量的影响、不同的步行动机、休闲步行设施（如去公园）和高消费休闲设施（如卡拉 OK 吧）。这表明，步行作为一种社会行为，需要进行文化调整，并应在不同的地方和文化背景下进行重新研究。

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引用次数: 0

Translation, feasibility, and construct validity of a German version of the Stakeholders Walkability/Wheelability Audit in neighbourhoods in older adults 德文版 "利益相关者社区老年人步行/骑车能力审核 "的翻译、可行性和构建有效性

IF 3.6 3区工程技术 Q1 Medicine

Journal of Transport & Health

Pub Date : 2024-04-03 DOI: 10.1016/j.jth.2024.101802

Phoebe Ullrich, Merit Hummel, Theresa Buchner, Klaus Hauer, Jürgen M. Bauer, Christian Werner

Introduction

The 13-item Stakeholders Walkability/Wheelability Audit in Neighbourhoods (SWAN13) measures the extent to which characteristics of the neighbourhood environment (street/sidewalk functionality, safety, appearance/maintenance, social aspects) support the ability to walk around (with assistive mobility device) from an individual's perception. The aim of this study was to translate the SWAN13 into German and evaluate its feasibility and construct validity in older adults.

Methods

The SWAN13 was translated using the forward-backward translation method. Fifty community-dwelling older adults (age = 79 ± 5 years, female: n = 37, 74%) living in urban areas were interviewed with the SWAN13. Feasibility was assessed based on the compliance rate and floor and ceiling effects, and construct validity by testing ten a priori hypotheses on associations of the SWAN13 with personal (life-space mobility, physical function, fear of falling, fall history, use of assistive mobility devices) and environmental factors (social network, traffic [crash] characteristics).

Results

A completion rate of 100% and no floor or ceiling effects were observed. Nine of ten (90%) a priori hypotheses were confirmed, showing significant associations of the SWAN13 with life-space mobility (ρ = 0.362, p = 0.010), physical function (ρ = |0.341-0.431|, p = 0.002-0.015), fear of falling (ρ = −0.548, p ≤ 0.001), use of assistive mobility devices (r_pb = −0.373, p = 0.008), social network (ρ = 0.287, p = −0.043), and path area (ρ = 0.422, p = 0.002) and pedestrian-involved traffic crashes (ρ = −0.306, p = 0.031) in the residential city.

Conclusion

The German version of the SWAN13 is a feasible and valid instrument for assessing perceived neighbourhood walkability in urban-living older adults.

引言 13 个项目的 "利益相关者社区步行能力/轮椅适用性审核"（SWAN13）测量的是个人感知的社区环境特征（街道/人行道功能、安全性、外观/维护、社会方面）对步行（使用辅助移动设备）能力的支持程度。本研究旨在将 SWAN13 翻译成德文，并评估其在老年人中的可行性和构建有效性。对居住在城市地区的 50 名社区老年人（年龄 = 79 ± 5 岁，女性：n = 37，74%）进行了 SWAN13 访谈。根据符合率、下限和上限效应对可行性进行了评估，并通过测试 SWAN13 与个人（生活空间移动性、身体功能、跌倒恐惧、跌倒史、辅助移动设备的使用）和环境因素（社会网络、交通[碰撞]特征）相关的 10 个先验假设对构建有效性进行了评估。10个先验假设中有9个（90%）得到了证实，表明SWAN13与生活空间移动能力（ρ = 0.362，p = 0.010）、身体功能（ρ = |0.341-0.431|，p = 0.002-0.015）、跌倒恐惧（ρ = -0.548，p ≤ 0.001）、辅助移动设备的使用（rpb = -0.373，p = 0.结论德文版 SWAN13 是一种可行且有效的工具，可用于评估居住在城市中的老年人对社区步行能力的感知。

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引用次数: 0

Behavioural correlates of active transport among Canadian adults during the COVID-19 pandemic: The Canadian national active transportation Survey, 2021 COVID-19 大流行期间加拿大成年人主动交通的行为相关性：2021 年加拿大全国主动交通调查

IF 3.6 3区工程技术 Q1 Medicine

Journal of Transport & Health

Pub Date : 2024-04-01 DOI: 10.1016/j.jth.2024.101797

John C. Spence , Ashley McCurdy , Christine Cameron , Guy Faulkner

Introduction

This study examined the impact of COVID-19-related restrictions on the active transportation (AT) of Canadian adults and associated motivational determinants of such behaviour. Design and methods: A survey was conducted with 2,868 Canadian adults recruited as part of the Canadian National Active Transportation Survey, 2021 in November and December of 2021. Along with demographic information, questions assessed current physical activity (PA), changes in transportation modalities (i.e., AT, private vehicle, public transport, ride hailing) related to the pandemic, and beliefs about AT according to the capability, opportunity, motivation, behaviour (COM-B) model. A series of multinomial regressions were constructed to examine associations between shifts in AT and the COM-B components.

Results

A substantial proportion of Canadian adults reported engaging in less AT for work (32.4%), school (30.8%), and community activities (29.9%) than prior to the onset of the COVID-19 pandemic. This was slightly less than reductions reported for use of private vehicles (31.8% to 36.3%), ride hailing services (35.5% to 37.6%), and public transportation (38.4% to 38.6%). Similarly, 36.4% reported less engagement in overall PA. The components of the COM-B model were associated with shifts in AT for work and community activities. In particular, physical opportunity (odds ratios ranging from 1.14 to 1.20), reflective motivation (odds ratios ranging from 1.11 to 1.25), and physical capability (odds ratios ranging from 1.11 to 1.25) were the only predictors of behaviour.

Conclusions

If Canadian adults were motivated, felt physically capable, and believed their environment offered opportunities for AT they were less likely to reduce their AT during the COVID-19 period. Thus, future investments in infrastructure to support AT should be accompanied by promotion campaigns to foster motivation and inform on safe opportunities for AT.

导言：本研究探讨了 COVID-19 相关限制对加拿大成年人主动交通（AT）的影响，以及这种行为的相关动机决定因素。设计与方法：作为 2021 年 11 月和 12 月加拿大全国主动交通调查的一部分，对 2,868 名加拿大成年人进行了调查。除了人口统计学信息外，调查还根据能力、机会、动机、行为（COM-B）模型评估了当前的体力活动（PA）、与大流行病相关的交通方式（即主动式交通、私家车、公共交通、叫车）的变化以及对主动式交通的看法。结果与 COVID-19 大流行发生前相比，相当一部分加拿大成年人报告说，他们在工作（32.4%）、学校（30.8%）和社区活动（29.9%）中使用的可替代替代工具减少了。与使用私家车（从 31.8% 降至 36.3%）、叫车服务（从 35.5% 降至 37.6%）和公共交通（从 38.4% 降至 38.6%）相比，减少的比例略低。同样，有 36.4% 的人表示参与总体 PA 的程度较低。COM-B模型的各个组成部分都与工作和社区活动中AT的变化有关。结论如果加拿大成年人有积极性，感觉身体健康，并相信他们所处的环境提供了进行户外活动的机会，那么他们在 COVID-19 期间减少户外活动的可能性较小。因此，未来在投资基础设施以支持户外运动的同时，还应该开展宣传活动，以提高人们的积极性，并让他们了解户外运动的安全机会。

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引用次数: 0