Commute trips in Norwegian cities: Data combining trip characteristics and revealed mode choice.
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SUBMITTER: Lunke EB
PROVIDER: S-EPMC8397894 | biostudies-literature |
REPOSITORIES: biostudies-literature
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Project description:PurposeRetirement induces changes in the composition of daily physical activity. Our aim was to examine changes in accelerometer-measured physical activity around transition to statutory retirement among men and women by occupational category and by preretirement modes of commuting.MethodsWe included 562 workers (mean [SD] age, 63.3 [1.1] yr; 85% women) from the Finnish Retirement and Aging study. The participants wore an accelerometer on their nondominant wrist for 1 wk before and 1 wk after retirement, with 1 yr between the measurements. We compared mean daily activity counts before and after retirement between manual and nonmanual occupations by gender and by preretirement commuting mode using linear models with generalized estimating equations.ResultsBefore retirement, women were more active than men (2550 (95% confidence interval, 2500-2590) vs 2060 (1970-2140) mean daily activity counts), with the most active group being women in manual occupations. After retirement, physical activity decreased by 3.9% among women and increased, albeit nonsignificantly, by 3.1% in men. The decrease was most pronounced among women in manual and increase among men in nonmanual occupations. After retirement, women remained more active than men (2450 (95% confidence interval 2390-2500) vs 2120 (2010-2230) counts). Active commuting, especially cycling, before retirement was associated with higher physical activity both before and after retirement, and these people also maintained their total activity lever better than did those who commuted by public transportation.ConclusionsAlthough women in manual occupations decreased and men in nonmanual occupations increased their activity after retirement, women were more active than men both before and after retirement. Those who engaged in active commuting before retirement maintained their activity level also after retirement.
| S-EPMC7431137 | biostudies-literature
Project description:BackgroundThis study examines the association between active transport and perceived general health, perceived psychological wellbeing and a healthy body weight in the Netherlands.MethodsData were collected by an online questionnaire (N = 3663) in the Netherlands. Data collection was conducted over a period of one calendar year starting July 2012. Logistic regression analyses were used to investigate the association between choice of transport mode (bicycling vs car use and walking vs car use) and perceived general health, perceived psychological wellbeing and having a healthy weight respectively. The presented OR's may be interpreted as the likelihood of an average person in our dataset to have a better perceived health or body weight when choosing active transport (either bicycling or walking) over using the car for trips up to 7.5 km.ResultsCycling was found to be significantly associated with a better perceived general health (OR = 1.35, 95%CI:1.07-1.70) and having a healthy body weight (OR = 1.52, 95%CI:1.28-1.79), but not with a better perceived psychological wellbeing (OR = 1.12, 95%CI:0.93-1.34). Walking was found to be significantly associated with having a healthy body weight (OR = 1.35, 95%CI:1.09-1.69), but not with a better perceived general (OR = 1.12, 95%CI:0.84-1.51) or psychological wellbeing (OR = 0.85, 95%CI:0.67-1.08).ConclusionOur results suggest that active transport use has been associated with a better perceived general health and a healthy body weight. However, more research is needed to be able to elucidate which factors cause this better health. No associations were observed between transport choice and perceived psychological wellbeing.
| S-EPMC4721281 | biostudies-literature
Project description:Despite strong evidence for health benefits from active travel, levels remain low in many countries. Changes to the physical and social workplace environment might encourage active travel but evaluation has been limited. We explored associations between changes in the physical and social workplace environment and changes in commute mode over one year among 419 participants in the Commuting and Health in Cambridge study. In adjusted analyses, an increase in the presence of one physical characteristic (e.g. bicycle parking or shower facilities) was associated with a 3.3% (95% confidence interval 1.0-5.6) reduction in the proportion of commutes by private motor vehicle and a 4.4% (95% CI 1.2-7.7) increase in the proportion of trips including active modes among men. These associations were not seen in women. A change to a more favourable social environment for walking or cycling among workplace management was associated with an increased proportion of commutes including active modes in women (4.5%, 95% CI 1.4-7.5) but not men. However, in both genders a change to more a favourable social environment for cycling among colleagues was associated with a reduced proportion of commutes by exclusively active modes (-2.8%, 95% CI -5.0 to -0.6). This study provides longitudinal evidence for gender differences in the associations between workplace environment and commute mode. A more supportive physical environment was associated with more active commuting in men, while the social environment appeared to have more complex associations that were stronger among women.
| S-EPMC7723790 | biostudies-literature
Project description:BACKGROUND:The use of private motor vehicles places a considerable burden on public health. Changes in workplace car parking policies may be effective in shifting behaviour. We use a natural experimental design to assess whether changes in policy were associated with differences in commute mode. METHODS:We used cohort data from participants working in Cambridge (2009-2012). Commuters reported their trips and travel modes to work over the last week, workplace car parking policy and socioeconomic, environmental and health characteristics. Changes in policy were defined between phases (1608 transition periods; 884 participants). Using generalised estimating equations, we estimated associations between changes in parking policy and the proportion of trips that (i) were exclusively by motor vehicle, (ii) involved walking or cycling and (iii) involved public transport at follow-up. RESULTS:25.1% of trips were made by motor vehicle, 54.6% involved walking or cycling and 11.7% involved public transport. The introduction of free or paid workplace parking was associated with higher proportions of motor vehicle trips (11.4%, 95% CI (6.4 to 16.3)) and lower proportions involving walking or cycling (-13.3%, 95% CI (-20.2 to -6.4)) and public transport (-5.8%, 95% CI (-10.6 to -0.9)) compared with those with no workplace parking. Restrictive changes in policy were associated with shifts in the expected direction but these were not statistically significant. CONCLUSION:Relaxation of parking policy was associated with higher proportions of trips made by motor vehicle. Further longitudinal and intervention research is required to assess generalisability of these findings.
| S-EPMC6446994 | biostudies-other
Project description: Not available
| S-EPMC7615724 | biostudies-literature
Project description:BACKGROUND:Prospective data are sparse for active commuting to work and body weight in Asia. We assessed the association of 5-year changes in commuting mode with body mass index (BMI) and the indicators of abdominal obesity in Japanese working adults. METHODS:In this longitudinal study, we studied 29,758 participants (25,808 men and 3950 women) in Japan aged 30 to 64 years at baseline who underwent further health examination 5 years after the baseline examination. Changes in BMI were calculated from objectively measured body height and weight at baseline and follow-up examination. Visceral and subcutaneous fat areas and waist circumference measured by computed tomography scans were used as indicators for abdominal adiposity. Linear regression was applied to estimate the association of changes in commuting mode with the obesity outcomes. RESULTS:Within the 5-year study period, adults who maintained inactive commuting gained weight, and compared with this group, adults who switched to inactive commuting had higher weight gain; conversely, adults who switched to active or public transportation commuting and especially those who maintained active or public transportation commuting experienced less weight gain. Subgroup analysis showed similar tendency across the different transitions of leisure-time exercise or occupational physical activity. For example, among adults who maintained no exercise (n = 16,087), the adjusted mean (95% confidence intervals) of the BMI change over 5 years in kg/m2 were 0.27 (0.24 to 0.30) for maintained inactive commuting group (reference), 0.34 (0.30 to 0.38) for switching to inactive commuting group (P = 0.046), 0.20 (0.18 to 0.22) for switching to active commuting or public transportation group (P = 0.001), and 0.09 (0.06 to 0.13) for maintained active commuting or public transportation group (P < 0.001). Maintained inactive commuting tended to be associated with larger gain in abdominal adiposity indicators. CONCLUSION:Switching from inactive commuting mode to more physically active commuting mode and maintaining active commuting can promote body weight control among working adults across different levels of occupational or leisure-time physical activity.
| S-EPMC6836489 | biostudies-literature
Project description:Walking for transportation is a common and accessible means of achieving recommended physical activity levels, while providing important social and environmental co-benefits. Even though walking in rapidly growing urban areas has become especially challenging given the increasing dependence on motorised transportation, walking remains a major mode of transportation in Latin American cities. In this paper we aimed to quantify self-reported walking for transportation in Mexico City, Bogota, Santiago de Chile, Sao Paulo, and Buenos Aires, by identifying both walking trips that are conducted entirely on foot and walking events involved in trips mainly conducted on other means of transportation (e.g. private vehicle, public transit) among individuals ≥5-years old. We show how walking-only trips account for approximately 30% trips in the analysed cities, and we evidence how the pedestrian dimension of mobility is largely underestimated if walking that is incidental to other transportation modes is not accounted for: when considering all walking events, we observed an increase between 73% and 217% in daily walking time. As a result, we estimated that between 19% and 25% of residents in these cities meet the WHO physical activity guidelines solely from walking for transportation. The results of the study also suggest that the promotion of public transportation in large Latin American cities can especially help certain population groups achieve the daily recommended levels of physical activity, while among low-income groups accessibility and safety seem to be the key challenges to be addressed.
| S-EPMC7612619 | biostudies-literature
Project description:Research suggests that for many people happiness is being able to make the routines of everyday life work, such that positive feelings dominate over negative feelings resulting from daily hassles. In line with this, a survey of work commuters in the three largest urban areas of Sweden show that satisfaction with the work commute contributes to overall happiness. It is also found that feelings during the commutes are predominantly positive or neutral. Possible explanatory factors include desirable physical exercise from walking and biking, as well as that short commutes provide a buffer between the work and private spheres. For longer work commutes, social and entertainment activities either increase positive affects or counteract stress and boredom. Satisfaction with being employed in a recession may also spill over to positive experiences of work commutes. ELECTRONIC SUPPLEMENTARY MATERIAL: The online version of this article (doi:10.1007/s11205-012-0003-2) contains supplementary material, which is available to authorized users.
| S-EPMC3560964 | biostudies-literature
Project description:This paper presents empirical findings from a combination of two elicitation techniques-discrete choice experiment (DCE) and best-worst scaling (BWS)-to provide information about the role of consumers' trust in food choice decisions in the case of credence attributes. The analysis was based on a sample of 459 Taiwanese consumers and focuses on red sweet peppers. DCE data were examined using latent class analysis to investigate the importance and the utility different consumer segments attach to the production method, country of origin, and chemical residue testing. The relevance of attitudinal and trust-based items was identified by BWS using a hierarchical Bayesian mixed logit model and was aggregated to five latent components by means of principal component analysis. Applying a multinomial logit model, participants' latent class membership (obtained from DCE data) was regressed on the identified attitudinal and trust components, as well as demographic information. Results of the DCE latent class analysis for the product attributes show that four segments may be distinguished. Linking the DCE with the attitudinal dimensions reveals that consumers' attitude and trust significantly explain class membership and therefore, consumers' preferences for different credence attributes. Based on our results, we derive recommendations for industry and policy.
| S-EPMC7023131 | biostudies-literature
Project description:BackgroundPolicymakers need accurate data to develop efficient interventions to promote transport physical activity. Given the imprecise assessment of physical activity in trips, our aim was to illustrate novel advances in the measurement of walking in trips, including in trips incorporating non-walking modes.MethodsWe used data of 285 participants (RECORD MultiSensor Study, 2013-2015, Paris region) who carried GPS receivers and accelerometers over 7?days and underwent a phone-administered web mobility survey on the basis of algorithm-processed GPS data. With this mobility survey, we decomposed trips into unimodal trip stages with their start/end times, validated information on travel modes, and manually complemented and cleaned GPS tracks. This strategy enabled to quantify walking in trips with different modes with two alternative metrics: distance walked and accelerometry-derived number of steps taken.ResultsCompared with GPS-based mobility survey data, algorithm-only processed GPS data indicated that the median distance covered by participants per day was 25.3?km (rather than 23.4?km); correctly identified transport time vs. time at visited places in 72.7% of time; and correctly identified the transport mode in 67% of time (and only in 55% of time for public transport). The 285 participants provided data for 8983 trips (21,163 segments of observation). Participants spent a median of 7.0% of their total time in trips. The median distance walked per trip was 0.40?km for entirely walked trips and 0.85?km for public transport trips (the median number of accelerometer steps were 425 and 1352 in the corresponding trips). Overall, 33.8% of the total distance walked in trips and 37.3% of the accelerometer steps in trips were accumulated during public transport trips. Residents of the far suburbs cumulated a 1.7 times lower distance walked per day and a 1.6 times lower number of steps during trips per 8?h of wear time than residents of the Paris core city.ConclusionsOur approach complementing GPS and accelerometer tracking with a GPS-based mobility survey substantially improved transport mode detection. Our findings suggest that promoting public transport use should be one of the cornerstones of policies to promote physical activity.
| S-EPMC6781383 | biostudies-literature