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BACKGROUND: Health co-benefits are a key potential advantage of transport decarbonisation policy. However, health effects will occur in the context of existing transport-health inequities and decarbonisation policies will themselves affect inequities. This research examines the effects of national decarbonisation pathways for transport on population health, health inequity, and health-system costs in Aotearoa New Zealand. METHODS: We modelled the health, health-system, and environmental impacts of two pathways to net zero for transport developed by the New Zealand Climate Change Commission using a proportional multistate lifetable model. The behaviour pathway emphasises a mixed approach, including reduced driving, increased cycling and use of public transport, and light vehicle electrification, and the technology pathway focuses on vehicle electrification. We used data from transport, environmental, population health, and health-care sources to populate the model. We simulated changes in health effects through the pathways of physical activity, air pollution (PM2·5 and NO2), and injury for the Aotearoa New Zealand population from 2018 to 2050. We modelled impacts for Maori (the Indigenous People of Aotearoa) and non-Maori. For each pathway to net zero, we calculated changes in overall health-adjusted life-years (HALYs), age-standardised HALYs, and rate ratios for Maori and non-Maori. We also calculated changes in health-system costs and transport greenhouse gas emissions. 95% uncertainty intervals (95% UIs) were derived for all model outputs by use of a Monte Carlo simulation. FINDINGS: Both pathways show improvements in population health, reductions in health-system costs, and reduced lifecycle greenhouse gas emissions compared with baseline, although health gains were substantially larger in the behaviour pathway. For example, an extra 2100 HALYs (95% UI 1500-3100) were gained in the behaviour scenario compared with baseline. Health gains were 20-30% larger for Maori than non-Maori in both pathways, although more HALYs were gained by Maori in the behaviour pathway. For the cohort aged 0-4 years in 2018, healthy life expectancy differences between Maori and non-Maori reduced by 0·5% in the behaviour pathway over their lifetime. HALYs gained by Maori and non-Maori were altered substantially depending on assumptions about the equity of the implemented pathway. INTERPRETATION: Decarbonising transport might improve overall population health, save the health system money, and reduce health inequities between Maori and non-Maori. Pathways that increase physical activity have a larger effect on population health than those that rely on low-emission vehicles. The effects on inequity between Maori and non-Maori are larger in the behaviour pathway than in the technology pathway but dependent on how equitably policies supporting decarbonisation are implemented. FUNDING: Health Research Council of New Zealand and University of Otago.
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Salud Poblacional , Humanos , Contaminación del Aire , Cambio Climático , Modelos Teóricos , Nueva Zelanda , Transportes/estadística & datos numéricos , Pueblo MaoríRESUMEN
A reasonable land use development around subway stations can balance the utilization rates of the subway system during peak and off-peak hours, thereby enhancing its service levels and operational efficiency. Analyzing the temporal distribution patterns of passenger flow and their influencing factors is crucial for determining the optimum ratio of each land use type surrounding metro stations. Thus, this paper employs principal component analysis (PCA) at first to investigate the temporal distribution of metro ridership, and identify their main patterns and factor loadings. Then, using geographically weighted regression, the study examines the spatial dependencies between the main component proportions and influencing factors, focusing on Xi'an subway stations. The results indicate that the temporal distribution of passenger flow can be decomposed into three principal components: the first representing commuting characteristics, and the second and third representing regulating functions. The overall distribution is a composite of these components in varying proportions. Residential and educational land uses primarily drive morning and evening peak flows, with residential land use in the city center and peripheral areas having a more pronounced effect compared to transitional areas. Conversely, commercial & office, healthcare, and recreational & park land mitigate peak flows and increase off-peak flows. External hub enhances passenger flow throughout the day, while industrial land use has negligible impact.
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Análisis de Componente Principal , Humanos , Vías Férreas , Transportes/estadística & datos numéricos , CiudadesRESUMEN
PURPOSE: The aim of the study was to identify settings associated with SARS-CoV-2 transmission throughout the COVID-19 pandemic in France. METHODS: Cases with recent SARS-CoV-2 infection were matched with controls (4:1 ratio) on age, sex, region, population size, and calendar week. Odds ratios for SARS-CoV-2 infection were estimated for nine periods in models adjusting for socio-demographic characteristics, health status, COVID-19 vaccine, and past infection. RESULTS: Between October 27, 2020 and October 2, 2022, 175,688 cases were matched with 43,922 controls. An increased risk of infection was documented throughout the study for open-space offices compared to offices without open space (OR range across the nine periods: 1.12 to 1.57) and long-distance trains (1.25 to 1.88), and during most of the study for convenience stores (OR range in the periods with increased risk: 1.15 to 1.44), take-away delivery (1.07 to 1.28), car-pooling with relatives (1.09 to 1.68), taxis (1.08 to 1.89), airplanes (1.20 to 1.78), concerts (1.31 to 2.09) and night-clubs (1.45 to 2.95). No increase in transmission was associated with short-distance shared transport, car-pooling booked over platforms, markets, supermarkets and malls, hairdressers, museums, movie theatres, outdoor sports, and swimming pools. The increased risk of infection in bars and restaurants was no longer present in restaurants after reopening in June 2021. It persisted in bars only among those aged under 40 years. CONCLUSION: Closed settings in which people are less likely to wear masks were most affected by SARS-CoV-2 transmission and should be the focus of air quality improvement. CLINICALTRIALS: GOV (03/09/2022): NCT04607941.
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COVID-19 , Actividades Recreativas , Transportes , Lugar de Trabajo , Adolescente , Adulto , Anciano , Femenino , Humanos , Masculino , Persona de Mediana Edad , Adulto Joven , Estudios de Casos y Controles , Comercio/estadística & datos numéricos , COVID-19/epidemiología , COVID-19/transmisión , COVID-19/prevención & control , Francia/epidemiología , Factores de Riesgo , Transportes/estadística & datos numéricos , Lugar de Trabajo/estadística & datos numéricosRESUMEN
The field of spatial analysis in traffic crash studies can often enhance predictive performance by addressing the inherent spatial dependence and heterogeneity in crash data. This research introduces the Geographical Support Vector Regression (GSVR) framework, which incorporates generated distance matrices, to assess spatial variations and evaluate the influence of a wide range of factors, including traffic, infrastructure, socio-demographic, travel demand, and land use, on the incidence of total and fatal-or-serious injury (FSI) crashes across Greater Melbourne's zones. Utilizing data from the Melbourne Activity-Based Model (MABM), the study examines 50 indicators related to peak hour traffic and various commuting modes, offering a detailed analysis of the multifaceted factors affecting road safety. The study shows that active transportation modes such as walking and cycling emerge as significant indicators, reflecting a disparity in safety that heightens the vulnerability of these road users. In contrast, car commuting, while a consistent factor in crash risks, has a comparatively lower impact, pointing to an inherent imbalance in the road environment. This could be interpreted as an unequal distribution of risk and safety measures among different types of road users, where the infrastructure and policies may not adequately address the needs and vulnerabilities of pedestrians and cyclists compared to those of car drivers. Public transportation generally offers safer travel, yet associated risks near train stations and tram stops in city center areas cannot be overlooked. Tram stops profoundly affect total crashes in these areas, while intersection counts more significantly impact FSI crashes in the broader metropolitan area. The study also uncovers the contrasting roles of land use mix in influencing FSI versus total crashes. The proposed framework presents an approach for dynamically extracting distance matrices of varying sizes tailored to the specific dataset, providing a fresh method to incorporate spatial impacts into the development of machine learning models. Additionally, the framework extends a feature selection technique to enhance machine learning models that typically lack comprehensive feature selection capabilities.
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Accidentes de Tránsito , Ciclismo , Caminata , Accidentes de Tránsito/estadística & datos numéricos , Accidentes de Tránsito/prevención & control , Humanos , Ciclismo/estadística & datos numéricos , Ciclismo/lesiones , Caminata/lesiones , Caminata/estadística & datos numéricos , Victoria/epidemiología , Máquina de Vectores de Soporte , Análisis de Sistemas , Conducción de Automóvil/estadística & datos numéricos , Transportes/estadística & datos numéricos , Análisis Espacial , Peatones/estadística & datos numéricos , SeguridadRESUMEN
OBJECTIVES: The objective of the present study was to model the effects of a reduced number of treatment centres for acute type A aortic dissection on preclinical transportation distance and time. We examined whether treatment in selected centres in Germany would be implementable with respect to time to treatment. METHODS: For our transportation model, the number of aortic dissections and respective mean annual volume were collected from the annual quality reports (2015-2017) of all German cardiac surgery centres (n = 76). For each German postal code, the fastest and shortest routes to the nearest centre were calculated using Google Maps. Furthermore, we analysed data from the German Federal Statistical Office from January 2005 to December 2015 to identify all surgically treated patients with acute type A aortic dissection (n = 14 102) and examined the relationship between in-hospital mortality and mean annual volume of medical centres. RESULTS: Our simulation showed a median transportation distance of 27.13 km and transportation time of 35.78 min for 76 centres. Doubling the transportation time (70 min) would allow providing appropriate care with only 12 medical centres. Therefore, a mean annual volume of >25 should be obtained. High mean annual volume was associated with significantly lower in-hospital mortality rates (P < 0.001). A significantly lower mortality rate of 14% was observed (P < 0.001) if a mean annual volume of 30 was achieved. CONCLUSIONS: Operationalizing the volume-outcome relationship with fewer but larger medical centres results in lower mortality, which outweighs the disadvantage of longer transportation time.
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Disección Aórtica , Mortalidad Hospitalaria , Humanos , Disección Aórtica/cirugía , Alemania/epidemiología , Transportes/estadística & datos numéricos , Femenino , Masculino , Aneurisma de la Aorta/cirugía , Aneurisma de la Aorta/mortalidad , Enfermedad Aguda , Tiempo de Tratamiento/estadística & datos numéricos , Persona de Mediana EdadRESUMEN
BACKGROUND: Most evidence on transport use and mortality has focused on the commute to work. This study aims to fill a gap by assessing relationships between public transport use and mortality among older adults. METHODS: Data come from a cohort of 10,186 individuals aged 50 or older who participated in the English Longitudinal Study of Ageing (ELSA), with survey data linked to mortality records over 16 years (2002-2018). We assessed a binary measure of public transport use and frequency of use from 'every day or nearly every day' to 'never'. Cox proportional-hazards regression models were used to estimate hazard ratios (HRs) with 95% confidence intervals (CIs) for associations between public transport use and mortality. Analyses were adjusted for a range of covariates including socio-demographic factors, chronic disease, and self-reported problems with daily living activities. RESULTS: Overall, 3371 participants (33.1%) died within the study period. Mortality was lower among public transport users (21.3%) compared with non-users (64.2%). Adjusted analyses found that users had 34% lower mortality than non-users (HR 0.66 (95% CI 0.61;0.71)). Adjusted analyses showed similar association sizes across frequencies of public transport use, with those using public transport every day or nearly every day having 41% lower mortality than never users (HR 0.59 (0.49;0.71)). Associations were similar among those with and without a longstanding illness. CONCLUSION: The use of public transport among older adults is linked to lower levels of mortality. Reductions in provision of public transport services could be detrimental to both transportation and population health.
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Mortalidad , Transportes , Humanos , Masculino , Femenino , Transportes/estadística & datos numéricos , Inglaterra/epidemiología , Anciano , Estudios Longitudinales , Persona de Mediana Edad , Mortalidad/tendencias , Encuestas y Cuestionarios , Modelos de Riesgos Proporcionales , Estudios de Cohortes , Anciano de 80 o más AñosRESUMEN
Background: Achieving a higher level of accessibility and equity to community healthcare services has become a major concern for health service delivery from the perspectives of health planners and policy makers in China. Methods: In this study, we introduced a comprehensive door-to-door (D2D) model, integrating it with the open OD API results for precise computation of accessibility to community hospitals over different transport modes. For the D2D public transit mode, we computed the temporal variation and standard deviation of accessibility at different times of the day. Additionally, accessibility values for D2D riding mode, D2D driving mode, and simple driving mode were also computed for comparison. Moreover, we introduced Lorenz curve and Gini index to assess the differences in equity of community healthcare across different times and transport modes. Results: The D2D public transit mode exhibits noticeable fluctuations in accessibility and equity based on the time of day. Accessibility and equity were notably influenced by traffic flow between 8 AM and 11 AM, while during the period from 12 PM to 10 PM, the open hours of community hospitals became a more significant determinant in Nanjing. The moments with the most equitable and inequitable overall spatial layouts were 10 AM and 10 PM, respectively. Among the four transport modes, the traditional simple driving mode exhibited the smallest equity index, with a Gini value of only 0.243. In contrast, the D2D riding mode, while widely preferred for accessing community healthcare services, had the highest Gini value, reaching 0.472. Conclusion: The proposed method combined the D2D model with the open OD API results is effective for accessibility computation of real transport modes. Spatial accessibility and equity of community healthcare experience significant fluctuations influenced by time variations. The transportation mode is also a significant factor affecting accessibility and equity level. These results are helpful to both planners and scholars that aim to build comprehensive spatial accessibility and equity models and optimize the location of public service facilities from the perspective of different temporal scales and a multi-mode transport system.
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Accesibilidad a los Servicios de Salud , Transportes , Humanos , Accesibilidad a los Servicios de Salud/estadística & datos numéricos , China , Transportes/estadística & datos numéricos , Factores de Tiempo , Servicios de Salud Comunitaria/estadística & datos numéricos , Hospitales Comunitarios/estadística & datos numéricosRESUMEN
Food insecurity is pervasive in Allegheny County, as one in five residents experiences food insecurity. Food insecurity is linked to chronic health conditions like heart disease and hypertension and disproportionately affects women in the United States, particularly women who are head of household. There are multiple dimensions used to measure regional disparities in food accessibility. Prior research has examined the linkages between food access and food insecurity, and this study aims to explore further the relationship between equitable access to sustainable and affordable food sources. This study examines food outlets in Allegheny County to determine if there is a significant relationship between food outlet availability and food insecurity. Both the presence and accessibility of these food outlets were examined. To measure accessibility, the walking distance to the nearest public transportation stop was calculated for each public transportation stop. The minimum distance to each food outlet was compared to food insecurity rates on a census tract level. Results showed that communities without grocery stores had lower access to healthy and affordable food sources. Also, communities with a higher proportion of female-headed households experienced greater food insecurity, regardless of access to food outlets. There was no statistically significant relationship between the distance from public transportation stops to grocery stores and rates of food insecurity overall and in low-income communities. However, communities with inaccessible grocery stores, either absent in the census tract or without close public transport stops, did have even greater average rates of food insecurity if there was an above-average proportion of female-headed households. Based on these findings, it is evident there exist structural elements of the built environment that correspond with disproportionate rates of food insecurity experienced by communities with households that are predominately female headed. In addition to resource support for these marginalized groups, we suggest that sole reliance on distance as an indicator of food insecurity can be misleading. There should be a greater focus on walkability aggregated on a household or individual level within the community instead of physical distance alone at a general scale.
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Entorno Construido , Inseguridad Alimentaria , Humanos , Femenino , Entorno Construido/estadística & datos numéricos , Abastecimiento de Alimentos/estadística & datos numéricos , Masculino , Factores Sexuales , Características de la Residencia/estadística & datos numéricos , Illinois , Poblaciones Vulnerables/estadística & datos numéricos , Supermercados , Transportes/estadística & datos numéricosRESUMEN
Urban arterial and collector roads, while interconnected within the urban transportation network, serve distinct purposes, leading to different driving risk profiles. Investigating these differences using advanced methods is of paramount significance. This study aims to achieve this by primarily collecting and processing relevant vehicle trajectory data alongside driver-vehicle-road-environment data. A comprehensive risk assessment matrix is constructed to assess driving risks, incorporating multiple conflict and traffic flow indicators with statistically temporal stability. The Entropy weight-TOPSIS method and the K-means algorithm are employed to determine the risk scores and levels of the target arterial and collector roads. Using risk levels as the outcome variables and multi-scale features as the explanatory variables, random parameters models with heterogeneity in means and variances are developed to identify the determinants of driving risks at different levels. Likelihood ratio tests and comparisons of out-of-sample and within-sample prediction are conducted. Results reveal significant statistical differences in the risk profiles between arterial and collector roads. The marginal effects of significant parameters are then calculated separately for arterial and collector roads, indicating that several factors have different impacts on the probability of risk levels for arterial and collector roads, such as the number of movable elements in road landscape pictures, the standard deviation of the vehicle's lateral acceleration, the average standard deviation of speed for all vehicles on the road segment, and the number of one-way lanes on the road segment. Some practical implications are provided based on the findings. Future research can be implemented by expanding the collected data to different regions and cities over longer periods.
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Accidentes de Tránsito , Conducción de Automóvil , Humanos , Conducción de Automóvil/estadística & datos numéricos , Medición de Riesgo/métodos , Accidentes de Tránsito/estadística & datos numéricos , Accidentes de Tránsito/prevención & control , Ciudades , Algoritmos , Transportes/estadística & datos numéricos , AceleraciónRESUMEN
BACKGROUND: Many municipalities in rural areas of Korea are facing population decline due to the aging population phenomenon. This study examined the relationship between residing in municipalities facing population decline and satisfaction with nearby healthcare infrastructure in older aged adults. METHODS: The 2021 Korea Community Health Survey (KCHS) data were used. Municipalities were classified as those not facing population decline, those at risk, and those facing population decline based on the Population Decline Index. The association between residing in municipalities facing population decline and satisfaction with nearby healthcare infrastructure was examined cross-sectionally using a multi-level logistic regression analysis. Satisfaction with available public transportation was concomitantly examined as it is related to accessing healthcare services. RESULTS: Of the 58,568 individuals aged 65 years or above analyzed, 27,471 (46.9%) adults were residing in municipalities without population decline, 4,640 (7.9%) adults in municipalities at risk of population decline, and 26,457 (45.2%) in municipalities with population decline. Individuals living in municipalities with population decline were more likely to be dissatisfied with nearby healthcare infrastructure (OR 1.76, 95% CI 1.41-2.20). Similar tendencies were found for public transportation infrastructure (OR 1.67, 95% CI 1.38-2.03). CONCLUSIONS: Individuals residing in municipalities with declining populations are more likely to report dissatisfaction with nearby healthcare infrastructure and public transportation. These findings emphasize the importance of providing adequate medical infrastructure to reduce potential health-related disparities.
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Accesibilidad a los Servicios de Salud , Humanos , Anciano , Masculino , Femenino , República de Corea , Estudios Transversales , Anciano de 80 o más Años , Ciudades , Dinámica Poblacional , Transportes/estadística & datos numéricos , Población Rural/estadística & datos numéricos , Satisfacción Personal , Encuestas Epidemiológicas , Infraestructura de Salud PúblicaRESUMEN
OBJECTIVES: The study explored the association between maternal transport modes and childhood mortalities in Nigeria. METHOD: Utilizing data and definitions from the 2018 Nigeria Demographic and Health Survey report, the ten-year early mortality rates of the five childhood mortalities and the percentage of live births in the 5 years before the survey, transported by eight identified means of transportation, were statistically correlated for each of Nigeria's 36 states and the federal capital territory (FCT) in the R environment at a significance level of α < 0.05. RESULTS: In the spatial distribution of the five childhood mortalities, a notable north-south dichotomy was observed, contrasting with the spatial spread of maternal transport modes. The five childhood mortalities exhibited a significant, moderately positive correlation with transportation by Private Car or Truck, while their associations with Public Transport or Bus and Walking were notably moderate but negative. CONCLUSION FOR PRACTICE: While the use of private cars or trucks should be encouraged as a means of maternal transport, public transport should be better organized to provide efficient services to women who need such services for maternal and child healthcare. Additionally, steps should be taken to reduce travel distances to health facilities to manageable distances for mothers.
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Mortalidad del Niño , Transportes , Humanos , Nigeria/epidemiología , Femenino , Mortalidad del Niño/tendencias , Transportes/estadística & datos numéricos , Transportes/métodos , Niño , Lactante , Preescolar , Adulto , Madres/estadística & datos numéricos , Masculino , Recién NacidoRESUMEN
Background: Traffic accidents on the road is an accident is a terrible accident that causes death, injury, and property damage. However, limited studies were addressed to investigate the prevalence of traffic accidents on the road and the contributing factors among drivers that help in developing strategies to cop-up the incidence within the research domain in Ethiopia, particularly in the study area. Objective: This study aimed to assess the prevalence of road traffic accidents and the contributing factors among drivers of public transportation in Mizan Aman town, Ethiopia. Methods: A community-based cross-sectional survey was employed among 376 drivers of public transportation. Every research subject was selected by using a simple random sampling technique. Semi-structured and open-ended questionnaires which comprised demographic characteristics, risky personal behaviors and lifestyles, driver's factors, vehicle condition, and environmental conditions were used to gather data. And then after, data was collected through interviewer-administered using KoBo Collect tools. Completed data were edited and cleaned in the Kobo collect toolbox and then exported for additional analysis to a statistical tool for social science statistics version 26. The descriptive statistics were displayed as figures, tables, and texts. Binary logistic regression was analyzed to identify the contributing factors. Statistically significant was decided with a p-value of ≤ 0.05. Results: The results showed that the prevalence of road traffic accidents among drivers of public transportation in Mizan Aman town was 17%. The study identified factors influencing traffic accidents on the roads including marital status (being single), employee condition (permanent), monthly income (1001-2500 Ethiopia Birr), alcohol use, vehicle maintenance (not), road type (non-asphalt), and weather conditions (being windy). Conclusion: The overall prevalence of road traffic accidents among drivers of public transportation in Mizan Aman town was relatively low. Despite this, sociodemographic characteristics, driver factors, vehicle conditions, and environmental conditions [road type and weather conditions] were the predicting factors of traffic accidents in town. Therefore, reduction strategies should be the highest priority duty for concerned bodies like Mizan Aman town road and transport office, Bench Sheko zone transport and logistics office, and Southwest Ethiopia People Regional State (SWEPRS) transport bureau in the study area.
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Accidentes de Tránsito , Conducción de Automóvil , Transportes , Humanos , Accidentes de Tránsito/estadística & datos numéricos , Estudios Transversales , Etiopía/epidemiología , Adulto , Masculino , Femenino , Persona de Mediana Edad , Encuestas y Cuestionarios , Conducción de Automóvil/estadística & datos numéricos , Prevalencia , Factores de Riesgo , Transportes/estadística & datos numéricos , Adulto Joven , Asunción de Riesgos , AdolescenteRESUMEN
OBJECTIVE: Although commuting time is an extension of working hours, few studies have examined the relationship between commuting time and insomnia symptoms in relation to working time. Thus, this study investigated the relationship between commuting time and working time and their link to sleep disturbance. METHODS: This study included employees with ≥35 weekly working hours (n = 30,458) using data from the Sixth Korean Working Conditions Survey conducted in Korea between October 2020 and April 2021. The association between commuting time (≤60, 61-120, and >120 minutes) and insomnia symptoms based on working hours (35-40, 41-52, and >52 h/wk) or shift work was investigated using survey-weighted logistic regression analysis. RESULTS: Long commuting time (>120 min/d) combined with >52 working hours/week (OR: 7.88, 95% CI: 2.51-24.71) or combined with 41-52 h/wk (OR: 3.64, 95% CI: 2.15-6.14) was associated with a higher risk of insomnia symptoms compared with the reference group (working hours: 35-40 h/wk; daily commuting time: ≤60 minutes), after controlling for sex, age, socioeconomic factors, and work-related factors. Among shift workers, those with daily commuting time ≤60 minutes (OR: 1.71, 95% CI: 1.39-2.09), 61-120 minutes (OR: 2.63, 95% CI: 1.21-5.74), and >120 minutes (OR: 5.16, 95% CI: 2.14-12.44) had higher odds of insomnia symptoms than nonshift workers with ≤60 minutes daily commuting time. CONCLUSION: Long working hours and shift work are associated with greater risk of insomnia symptoms.
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Trastornos del Inicio y del Mantenimiento del Sueño , Transportes , Humanos , Trastornos del Inicio y del Mantenimiento del Sueño/epidemiología , República de Corea/epidemiología , Estudios Transversales , Masculino , Femenino , Adulto , Transportes/estadística & datos numéricos , Factores de Tiempo , Persona de Mediana Edad , Encuestas y Cuestionarios , Tolerancia al Trabajo Programado , Factores de Riesgo , Adulto JovenRESUMEN
BACKGROUND: Active transport- for example walking and bicycling to travel from place to place- may improve physical fitness and health and mitigate climate change if it replaces motorised transport. The aim of this study is to analyse the active transport behaviour of adults living in Germany, to investigate differences among population groups and to determine whether climate protection is a frequent motive for this behaviour. METHODS: This study uses self-reported data of 4,971 adults who participated in a national health survey (German Health Update 2021), which was conducted as a telephone survey from July to December 2021. Associations between active transport behaviour and corresponding motives with sociodemographic and health-related variables were analysed using logistic regression models. RESULTS: Of the adult population, 83% use active transport at least once a week. The frequency and duration of walking per week are significantly higher than those for bicycling (walking 214 min/week; bicycling 57 min/week). Those with a lower education level are less likely to practise active transport than those with a higher education level. Furthermore, women are less likely to use a bicycle for transport than men. Among those practising active transport, the most frequently mentioned motive is "is good for health" (84%) followed by "to be physically active" (74%) and "is good for the climate/environment" (68%). Women and frequent bicyclists (at least 4 days/week) mention climate protection as a motive more often than men and those bicycling occasionally. CONCLUSIONS: The improvement of active transport, especially among people with lower education and women (for bicycling), may benefit from better insights into motives and barriers. Climate protection is an important motivator for practising active transport within the adult population living in Germany and should therefore have greater emphasis in behavioural change programmes.
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Ciclismo , Motivación , Transportes , Caminata , Humanos , Alemania , Femenino , Masculino , Adulto , Ciclismo/estadística & datos numéricos , Ciclismo/psicología , Persona de Mediana Edad , Estudios Transversales , Caminata/estadística & datos numéricos , Caminata/psicología , Adulto Joven , Anciano , Transportes/estadística & datos numéricos , Transportes/métodos , Adolescente , Cambio Climático , Conductas Relacionadas con la Salud , Encuestas EpidemiológicasRESUMEN
BACKGROUND: As a complementary means to urban public transit systems, public bike-sharing provides a green and active mode of sustainable mobility, while reducing carbon-dioxide emissions and promoting health. There has been increasing interest in factors affecting bike-sharing usage, but little is known about the effect of ambient air pollution. METHOD: To assess the short-term impact of daily exposure to multiple air pollutants (PM2.5, PM10, NO2, and O3) on the public bike-sharing system (PBS) usage in Seoul, South Korea (2018-2021), we applied a quasi-Poisson generalized linear model combined with a distributed lag nonlinear model (DLNM). The model was adjusted for day of the week, holiday, temperature, relative humidity, and long-term trend. We also conducted stratification analyses to examine the potential effect modification by age group, seasonality, and COVID-19. RESULTS: We found that there was a negative association between daily ambient air pollution and the PBS usage level at a single lag day 1 (i.e., air quality a day before the event) across all four pollutants. Our results suggest that days with high levels of air pollutants (at 95th percentile) are associated with a 0.91% (0.86% to 0.96%) for PM2.5, 0.89% (0.85% to 0.94%) for PM10, 0.87% (0.82% to 0.91%) for O3, and 0.92% (0.87% to 0.98%) for NO2, reduction in cycling behavior in the next day compared to days with low levels of pollutants (at 25th percentile). No evidence of effect modification was found by seasonality, age nor the COVID-19 pandemic for any of the four pollutants. CONCLUSIONS: Our findings suggest that high concentrations of ambient air pollution are associated with decreased rates of PBS usage on the subsequent day regardless of the type of air pollutant measured.
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Contaminantes Atmosféricos , Contaminación del Aire , Ciclismo , COVID-19 , Humanos , Contaminación del Aire/efectos adversos , Contaminación del Aire/análisis , Contaminación del Aire/estadística & datos numéricos , Ciclismo/estadística & datos numéricos , COVID-19/epidemiología , Seúl , Contaminantes Atmosféricos/análisis , Contaminantes Atmosféricos/efectos adversos , Material Particulado/análisis , Material Particulado/efectos adversos , Adulto , Persona de Mediana Edad , Transportes/estadística & datos numéricos , República de Corea , Estaciones del AñoRESUMEN
The layout, scale and spatial form of urban employment centers are important guidelines for the rational layout of public service facilities such as urban transportation, medical care, and education. In this paper, we use Internet cell phone positioning data to identify the workplace and residence of users in the Beijing city area and obtain commuting data of the employed to measure the employment center system in Beijing. Firstly, the employment density distribution is generated using the data of the working places of the employed persons, and the employment centers are identified based on the employment density of Beijing. Then, we use the business registration data of employment centers to measure the industrial diversity within the employment centers by using the ecological Shannon Wiener Diversity Index, and combine the commuting links between employment centers and places of residence to measure the energy level of each employment center, analyze the hinterland and sphere of influence of each center, and finally using the industrial diversity index of employment centers and the average commuting time of employed persons, combined with the K-Means clustering algorithm, to classify the employment centers in Beijing. The employment center identification and classification method based on big data constructed in this study can help solve the limitations of the previous employment center system research in terms of center identification and commuting linkage measurement due to large spatial units and lack of commuting data to a certain extent. The study can provide reference for the regular understanding and technical analysis of employment centers and provide help for the employment multi-center system in Beijing in terms of quantifying the employment spatial structure, guiding the construction of multi-center system, and adjusting the land use rules.
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Empleo , Transportes , Beijing , Humanos , Empleo/estadística & datos numéricos , Transportes/estadística & datos numéricos , Macrodatos , Lugar de Trabajo , Población UrbanaRESUMEN
Importance: Associations of domain-specific physical activity with stroke incidence and poststroke outcomes have not been extensively studied using long-term, population-based data. Objective: To investigate associations of leisure time, work time, transport, and household physical activity with stroke incidence and death or dependency in activities of daily living (ADL) 3 months after stroke. Design, Setting, and Participants: The prospective, population-based Interplay Between Genetic Susceptibility and External Factors (INTERGENE) cohort study was conducted among a random sample of individuals from an urban-rural area covering western Sweden; 3614 individuals aged 24 to 77 years were examined in 2001 to 2004, and 1394 individuals were reexamined in 2014 to 2016. The median (range) follow-up was 20.0 years (56 days to 21.9 years). Data were analyzed from September through October 2023. Exposure: Physical activity levels were self-reported for leisure time, work time, transportation, and household domains. The mean number of steps taken over a 6-day period was collected in a subgroup of participants using a sealed pedometer. Main Outcomes and Measures: Follow-up for stroke incidence and mortality rates continued until December 31, 2022. The composite outcome of death or ADL dependency was assessed at 3 months after stroke. Results: Among 3614 individuals (mean [SD] age, 51.4 [13.1] years; 1910 female [52.9%]); 269 individuals (7.4%) developed stroke, of whom 120 individuals (44.6%) were dead or ADL dependent at 3 months. Intermediate (adjusted hazard ratio [aHR], 0.54; 95% CI, 0.38-0.77) and high (aHR, 0.47; 95% CI, 0.31-0.73) levels of leisure time physical activity were associated with a reduced incidence of stroke compared with low levels, as was an intermediate level of physical activity in transportation (aHR, 0.69; 95% CI, 0.52-0.93). High levels of leisure time physical activity were also associated with a reduced risk of poststroke death or ADL dependency (adjusted odds ratio, 0.34; 95% CI, 0.16-0.71) compared with low levels. Work time and household physical activity were not associated with stroke incidence or stroke outcomes. In exploratory subgroup analyses, there were interactions between physical activity and smoking (current smoking or smoking in the past year associated with stroke risk only in participants with low or intermediate physical activity: aHR, 2.33; 95% CI, 1.72-3.15) and family history of stroke (first-degree relative with a history of stroke associated with stroke risk only in participants with low or intermediate physical activity: aHR, 1.73; 95% CI, 1.27-2.38). Conclusions and Relevance: In this study, leisure time and transport-related physical activities were associated with a reduced risk of stroke. A high level of leisure time physical activity was also associated with a lower risk of death or ADL dependency 3 months after stroke.
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Actividades Cotidianas , Ejercicio Físico , Actividades Recreativas , Accidente Cerebrovascular , Humanos , Suecia/epidemiología , Persona de Mediana Edad , Femenino , Masculino , Accidente Cerebrovascular/epidemiología , Anciano , Adulto , Estudios Prospectivos , Incidencia , Adulto Joven , Transportes/estadística & datos numéricosRESUMEN
OBJECTIVE: This study investigated the associations of occupational physical activity and active transport with depressive symptoms, stratified by income range, among Brazilian working adults. STUDY DESIGN: This cross-sectional study drew on data from the 2019 Brazilian National Health Survey. METHODS: We used the Patient Health Questionnaire (PHQ-9) to assess depressive symptoms in working adults aged 18-65 years, with physical activities (occupational physical activity and active transport) self-reported through a specially developed questionnaire. Crude and adjusted logistic regression models were fitted. RESULTS: Individuals at the highest level of occupational physical activity (odds ratio [OR] 1.35; 95% confidence interval [95% CI] 1.19-1.53) and at the moderate level of active transport to work (OR 1.66; 95% CI 1.24-2.22) returned increased odds of depressive symptoms as compared with those who were inactive in these domains. Stratified by income group, light active transport to work (OR 0.57; 95% CI 0.34-0.95) in the lower income group (Range 1) was associated with lower odds of depressive symptoms. On the other hand, individuals at the highest level of active transport to work returned higher odds of depressive symptoms in the low- and intermediate-income groups, Ranges 3 and 4 (OR 1.92; 95% CI 1.22-3.00 and OR 2.91; 95% CI 1.71-4.95, respectively). CONCLUSION: Our results suggest that occupational physical activity and active transport may be a risk factor for depressive symptoms. They also point to differences in this relationship by income range. Further studies are needed to pursue the analysis of how specific domains of physical activity contribute to depressive symptoms.
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Depresión , Ejercicio Físico , Humanos , Adulto , Persona de Mediana Edad , Masculino , Femenino , Ejercicio Físico/psicología , Estudios Transversales , Brasil/epidemiología , Depresión/epidemiología , Depresión/psicología , Adulto Joven , Adolescente , Anciano , Transportes/estadística & datos numéricos , Renta/estadística & datos numéricos , Encuestas EpidemiológicasRESUMEN
BACKGROUND: Despite accounting for more than half of new Human Immunodeficiency Virus diagnoses in the United States, the South has fewer than 30% of all pre-exposure prophylaxis users. Pre-exposure prophylaxis access geospatial analyses have focused on drive time but analyses along public transit routes have not been evaluated. Given the proximity to pharmacists and pharmacies, involvement in pre-exposure prophylaxis services may increase access and uptake of this preventative health need. OBJECTIVE: The objectives were to compare the rate of pre-exposure prophylaxis uptake between Georgia counties with and without public transit, to assess the geospatial accessibility of services along public transit, and to evaluate the potential impact of expanding pre-exposure prophylaxis services to community pharmacies. METHODS: Pre-exposure prophylaxis uptake rates between counties with and without public transit were compared using the Mann-Whitney U test. Geospatial analysis was performed using ArcGIS Pro and Geoda. The Pearson correlation coefficient was used to determine the relationship between pre-exposure prophylaxis uptake rates and population and county characteristics. Spatial analysis was completed to uncover predictors for pre-exposure prophylaxis uptake rates. Increased access to pre-exposure prophylaxis along public transit was calculated by reporting the number of counties that would experience at least a 50% increase in pre-exposure prophylaxis access through community pharmacies. RESULTS: Pre-exposure prophylaxis uptake is significantly higher in Georgia counties with versus without public transit (P < 0.001). Pre-exposure prophylaxis rate is positively correlated with the accessibility of community pharmacies and pre-exposure prophylaxis clinics along fixed-route public transit (R2 = 0.524). Among pre-exposure prophylaxis clinics, 44% are inaccessible by public transit alone. Community pharmacies are significantly more widely distributed and accessible along public transit routes than pre-exposure prophylaxis clinics. CONCLUSION: Transportation remains a barrier to accessing pre-exposure prophylaxis. Georgia community pharmacies along public transit may serve as a solution to pre-exposure prophylaxis care access barriers.
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Infecciones por VIH , Accesibilidad a los Servicios de Salud , Profilaxis Pre-Exposición , Humanos , Georgia , Profilaxis Pre-Exposición/estadística & datos numéricos , Profilaxis Pre-Exposición/métodos , Accesibilidad a los Servicios de Salud/estadística & datos numéricos , Infecciones por VIH/prevención & control , Transportes/estadística & datos numéricos , Servicios Comunitarios de Farmacia/estadística & datos numéricos , Farmacéuticos/estadística & datos numéricos , Análisis Espacial , Farmacias/estadística & datos numéricos , MasculinoRESUMEN
Active mobility, encompassing walking and cycling for transportation, is a potential solution to health issues arising from inadequate physical activity in modern society. However, the extent of active mobility's impact on individual physical activity levels, and its association with health as mediated by physical activities, is not fully quantified. This study aims to clarify the direct relationship between active mobility usage and individual health, as well as the indirect relationship mediated by physical activity, with a focus on varying levels of physical activity intensity. Utilizing data from the 2017 U.S. National Household Travel Survey (NHTS), we employed Poisson regression to predict active mobility usage based on socio-demographic and household socio-economic characteristics. A Structural Equation Model (SEM) was then used to investigate the direct and indirect effects of active mobility on individual health, mediated by physical activity. We further segmented individuals according to their intensity of physical activity to examine how such effect differs between different levels of physical activity. The study demonstrates that active mobility usage positively correlates with both the amount and intensity of physical activity. The effect of active mobility on individual health includes a direct positive effect (29% for intensity, 67.7% for amount) and an indirect effect mediated by physical activity (71% for intensity, 32.3% for amount). Notably, the mediation effect of active mobility on health is more substantial in the context of vigorous physical activities compared to light or moderate activities. Our findings reveal a significant positive influence of active mobility on individual health, encompassing both direct and indirect effects mediated by physical activities. These results quantitatively underscore the health benefits of active mobility and suggest the importance of promoting active mobility as a strategy to improve public health.