An ecological analysis of environmental correlates of active commuting in urban U.S

The Flows of Nature to People, and of People to Nature: Applying Movement Concepts to Ecosystem Services

To date, the provision of ecosystem services has largely been estimated based on spatial patterns of land cover alone, using benefit transfer analysis. Although it is increasingly being recognised that the distribution of the human population affects whether a potential service translates into a realised service, this misses key steps in the process and assumes that everyone accesses ecosystem services in the same way. Here we describe a conceptual approach to ecosystem services in terms of movement and flows. We highlight that ecosystem service flows can be broken down into ‘nature to people’ (the movement of nature towards beneficiaries) and ‘people to nature’ (the movement of beneficiaries towards nature). The former has been relatively well described. Here, we explore the latter by reviewing research on human migration, animal foraging and landscape connectivity. We assess if and how existing theories might be useful in describing how people seek out ecosystem services. We consider some of the ways in which flows of people to nature can be measured. Such measurements may reveal which movement theories best represent how people seek out and access ecosystem services. Overall, our review aims to improve the future modelling of ecosystem services by more explicitly considering how people access potential services and therefore realise them.

Investigating Sustainable Commuting Patterns by Socio-Economic Factors

This research aims to analyze how modes of transportation differ according to socio-economic factors in an urban space. The study area is Ramsey County, the most densely populated county in Minnesota. The primary data used were from the recent 2012–2016 Census Transportation Planning Products (CTPP). We performed regression models to identify the relationship between mode of transport and socio-economic variables, and further analyzed disaggregate trip data to provide a more realistic evaluation of commuting patterns by use of multiple variables in combination. The research found that sustainable commuting patterns correlated significantly with both poverty and minority group status, but bore no significant relationship to older workers. Additionally, there was a significant correlation between commuting alone by car with both minority group status and older workers, but not with poverty. This research also confirmed that the sustainable commuting patterns of the working poor were mostly located in the downtown area, while causes of low-income workers driving alone typically involved much longer commutes to and from points throughout the study area, suggesting that more efficient commutes are a significant quality of life factor for the urban poor when evaluating residential and employment opportunities in the central city.

Management of Competitiveness of Metropolis Public Transport in the COVID-19 Pandemic Based on Core Consumers’ Values

The aim of the paper focuses on generating insights into the competitiveness of public transport in Moscow City in relation to the use of personal cars, considering individual basic consumer values and environmental factors, including the impact of the COVID-19 pandemic. The research question in this study is: how can we assess the main indicators of public transport’s competitiveness, which can motivate personal car owners with specific basic values to change the transportation mode for personal mobility? This conceptual research model combines the content analysis of publications and large-scale online survey of Moscow City’s car owners—potential consumers of public transport services—on a representative quota sample of 1263 respondents. The methodology includes the axiological approach for the identification of the main factors of consumer behavior of personal car owners in the city with combinations of the modified Schwartz’s methodology of the basic individual values evaluations. Secondary data manifested the changes in the behavior of car owners due to the fact that they value metropolitan environmental degradation and changed their transportation preferences to public transport even during the COVID-19 pandemic. Based on the factor and cluster analysis of the value profile of the individuals, seven clusters of car owners were identified, and two large clusters were selected as target segments for public transport services. The conclusion was made that it is necessary to differentiate social and marketing programs to promote the competitiveness of public transport in the minds of consumers.

Sustainable Commuting: Results from a Social Approach and International Evidence on Carpooling

Sustainable commuting (SC) usually refers to environmentally friendly travel modes, such as public transport (bus, tram, subway, light rail), walking, cycling, and carpooling. The double aim of the paper is to summarize relevant prior results in commuting from a social approach, and to provide new, international empirical evidence on carpooling as a specific mode of sustainable commuting. The literature shows that certain socio-demographic characteristics clearly affect the use of non-motorized alternatives, and compared to driving, well-being is greater for those using active travel or public transport. Additionally, this paper analyzes the behavior of carpooling for commuting, using ordinary least squares (OLS) models, which have been estimated from the Multinational Time Use Study (MTUS) for the following countries: Bulgaria, Canada, Spain, Finland, France, Hungary, Italy, South Korea, the United Kingdom, and the United States. Results indicate that carpooling for commuting is not habitual for workers, as less than 25% of the total time from/to work by car is done with others on board. With respect to the role of the socio-demographic characteristics of individuals, our evidence indicates that age, gender, education, being native, and household composition may have a cross-country, consistent relationship with carpooling participation. Given that socializing is the main reason for carpooling, in the current COVID-19 pandemic, carpooling may be decreasing and, consequently, initiatives have been launched to show that carpooling is a necessary way to avoid crowded modes of transport. Thus, the development of high-occupancy-vehicle (HOV) lanes by local authorities can increase carpooling, and draw attention to the economic and environmental benefits of carpooling for potential users.

The long-term impact of restricting cycling and walking during high air pollution days on all-cause mortality: Health impact Assessment study

Regular active commuting, such as cycling and walking to and from the workplace, is associated with lower all-cause mortality through increased physical activity (PA). However, active commuting may increase intake of fine particles (PM_2.5), causing negative health effects. The purpose of this study is to estimate the combined risk of PA and air pollution for all-cause mortality among active commuters who, on days with high PM_2.5 levels, switch to commuting by public transportation or work from home. Towards this purpose, we developed a Health Impact Assessment model for six cities (Helsinki, London, Sao Paulo, Warsaw, Beijing, New Delhi) using daily, city-specific PM_2.5 concentrations. For each city we estimated combined Relative Risk (RR) due to all-cause mortality for the PA benefits and PM_2.5 risks with different thresholds concentrations. Everyday cycling to work resulted in annual all-cause mortality risk reductions ranging from 28 averted deaths per 1000 cyclists (95% confidence interval (CI): 20-38) in Sao Paolo to 12 averted deaths per 1000 cyclists (95% CI: 5-19) in Beijing. Similarly, for everyday walking, the reductions in annual all-cause mortality ranged from 23 averted deaths per 1000 pedestrians (95 CI: 16-31) in Sao Paolo to 10 averted deaths per 1000 pedestrians (95%CI: 5-16) in Beijing. Restricting active commuting during days with PM_2.5 levels above specific air quality thresholds would not decrease all-cause mortality risk in any examined city. On the contrary, all-cause mortality risk would increase if walking and cycling are restricted in days with PM_2.5 concentrations below 150 μg/m³ in highly polluted cities (Beijing, New Delhi). In all six cities, everyday active commuting reduced all-cause mortality when benefits of PA and risk or air pollution were combined. Switching to working from home or using public transport on days with high air pollution is not expected to lead to improved all-cause mortality risks.

Urban Trees and Human Health: A Scoping Review

The urban forest is a green infrastructure system that delivers multiple environmental, economic, social and health services, and functions in cities. Environmental benefits of urban trees are well understood, but no review to date has examined how urban trees affect human health. This review provides a comprehensive summary of existing literature on the health impacts of urban trees that can inform future research, policy, and nature-based public health interventions. A systematic search used keywords representing human health, environmental health, and urban forestry. Following screening and appraisal of several thousand articles, 201 studies were conceptually sorted into a three-part framework. Reducing Harm, representing 41% of studies, includes topics such as air pollution, ultraviolet radiation, heat exposure, and pollen. Restoring Capacities, at 31%, includes attention restoration, mental health, stress reduction, and clinical outcomes. Building Capacities, at 28%, includes topics such as birth outcomes, active living, and weight status. The studies that were reviewed show substantial heterogeneity in purpose and method yet indicate important health outcomes associated with people’s exposure to trees. This review will help inform future research and practice, and demonstrates why urban forest planning and management should strategically promote trees as a social determinant of public health.

Built Environment and Childhood Weight Status: A Multi-Level Study Using Population-Based Data in the City of Hannover, Germany

In recent years, built environmental characteristics have been linked to childhood overweight, but the results remain inconsistent across studies. The present study examines associations between several built environmental features and body weight status (BMI) z-score among a large sample of preschool children in the city of Hannover, Germany. Walkability (Index), green space availability, and playground availability related to preschool children's home environments were measured using data from OpenStreetMap (OSM). These built environment characteristics were linked to the data from the 2010-2014 school entry examinations in the Hannover city (n = 22,678), and analysed using multilevel linear regression models to examine associations between the built environment features and the BMI z-score of these children (4-8 years old). No significant associations of built environmental factors on children's BMI were detected, but the effect between green space availability and BMI was modified by the parental educational level. In children with lower compared to higher educated parents, a higher spatial availability of greenspace was significantly associated with reduced body weight. Future research should continue to monitor the disparities in diverse built environment features and how these are related to children's health.

Assessing county-level determinants of diabetes in the United States (2003-2012)

Using data from the United States Behavioral Risk Factor Surveillance System (2003-2012; N = 3,397,124 adults), we estimated associations between prevalent diabetes and four county-level exposures (fast food restaurant density, convenience store density, unemployment, active commuting). All associations confirmed our a priori hypotheses in conventional multilevel analyses that pooled across years. In contrast, using a random-effects within-between model, we found weak, ambiguous evidence that within-county changes in exposures were associated with within-county change in odds of diabetes. Decomposition revealed that the pooled associations were largely driven by time-invariant, between-county factors that may be more susceptible to confounding versus within-county associations.

Cross-sectional and longitudinal analysis of the active commuting behaviors of U.S. Department of the Interior employees

Background

Despite evolving evidence of the health and economic benefits of active transportation (AT) to work, few studies have examined the determinants of AT in large organizations with multiple worksites nor how trends in commuting change over time.

Methods

The data were obtained from the U.S. Department of the Interior Employee Commuting Census of 2010 (n = 23,230), and 2012–2016 (n = 21,725-25,974). The respondents were grouped into four commuting categories: non-active mode, walking, biking, and mixed-mode. Multinomial logistic regression analysis was utilized to examine the correlates of choosing AT to work for the 2010 data. Next, a repeated cross-sectional analysis was completed for all six years of data.

Results

In 2010, AT modes were only chosen by approximately 10% of respondents. Employees who lived farther from work and did not have a public transit station within 0.5 miles from home were generally less likely to choose AT. Respondents working in non-metro workplaces were less likely to bike or take mixed-modes to work, but more likely to walk. Men were more likely to choose AT modes, particularly biking. Respondents aged ≤30 yrs. were less likely to bike than those 31 to 40 yrs., but more likely than those ≥61 yrs. In 2010, the number of respondents that walked was higher, and biked and took mixed-modes was lower when compared to 2016, while the choice to take mixed-modes was higher in 2012 and 2013 when compared to 2016. Daily commuting distances in 2016 tended to be lower than 2010 and 2012, and higher than 2013. However, overall AT choice and commute distance remained reasonably stable over time.

Conclusions

Respondents who lived close to their workplace and a public transportation station, worked in a metro location, were male and younger were more likely to choose AT modes to work. The results provide insight for the U.S. Department of the Interior and other large organizations to develop intervention strategies that support AT to work. Further research is warranted to understand the concurrent individual, social, and environmental barriers and facilitators for choosing AT to work.

Urban Sprawl and Health Outcome Associations in Sicily

Urban sprawl has several negative impacts on the environment, the economy, and human health. The main objective of this work was to formulate and validate a sprawl/compactness index for Sicilian municipalities and evaluate its association with health outcomes. An ecological study was conducted with 110 municipalities in Sicily, Italy. Principal component analysis was adopted to create the sprawl/compactness Sicilian index, and linear regression analysis was used to evaluate the association between the sprawl index and health outcomes. More variance of the new sprawl index was explained by the working factor, followed by density, surface extension, and land use mix. When validating the index, we found that public transportation had an inverse relation with sprawl increase (p < 0.001), and private transportation was directly related to the increase in sprawl (p < 0.001). After controlling for the Sicilian socio-economic deprivation index and overall mortality, cardiovascular mortality was the only outcome directly associated with the increase in the sprawl index (odds ratio = 0.0068, p < 0.001). Urban sprawl has to be monitored in Sicily over time to understand the evolution of the urbanization phenomenon and its relationship with health outcomes such as cardiovascular mortality. The use of the sprawl index should help policymakers define the necessary strategic aspects and actions to improve human health and quality of life in cities through a multi-sectorial approach.

Intrapersonal and Environmental Correlates of Bicycling in U.S. Adults

INTRODUCTION

Bicycling is a health-promoting physical activity, but little is known about the factors that influence this behavior in the U.S. The objective of this cross-sectional study was to identify multilevel ecologic correlates of bicycling behaviors in a nationally representative sample of U.S. adults.

METHODS

This analysis, conducted in 2016-2017, utilized data from the 2012 National Survey of Bicyclist and Pedestrian Attitudes and Behaviors (n=7,509; N=246,155,593). Weighted logistic regression models were utilized to examine the association between intrapersonal, perceived environment, and objective environment variables and total, recreation, and transportation bicycling.

RESULTS

Significant differences were identified when bicyclists were compared with non-bicyclists. Respondents whose most recent ride was for recreation had significantly higher odds of being male, younger, white, and college educated, and significantly lower odds of being retired or a homemaker. Respondents who reported that their most recent ride was for transportation had significantly higher odds of being male, younger, and a student, and had significantly lower odds of being a high school graduate. Transportation riders also had significantly higher odds of perceived presence of a bike lane or path within one-quarter mile of their residence, and living in a more rural area.

CONCLUSIONS

In the U.S., recreation bicycling is a choice-based behavior, whereas transportation bicycling may be more influenced by the perceived and objective built environment. Interventions should consider how to make recreation and transportation bicycling more accessible and affordable to all individuals.

The Relationship between the Neighborhood Built Environment and Active Transportation among Adults: A Systematic Literature Review

Active transportation (AT) has aroused great interest in recent years as it may benefit public health and reduce the dependency on cars. This article aims to summarize recent findings on the relationship between the objectively measured built environment and AT among adults, to examine if different study designs may generate different results, and to provide directions for future research. A systematic literature review of journal articles from different databases was conducted. Fifty-one articles published between 2005 and 2017 were identified, and twelve built environment factors were extracted. The results showed that residential density, land use mix, street connectivity, retail land use, walkability, sidewalk, and access to destinations had a convincing positive relationship with walking for transport. Regarding cycling for transport, while street connectivity and bike lane showed a convincing positive relationship, neighborhood aesthetics and access to destinations showed a convincing negative relationship. Studies that use different analyzed geographic units and different measurements of AT may generate different results, so choosing suitable geographic units and measurement of AT is necessary to reduce the mismatch in the relationships. In addition, we need more longitudinal studies, more studies on cycling for transport, and more studies in countries outside North America and Australasia.

Built Environment and Active Commuting: Rural-Urban Differences in the U.S

The purpose of this research was to investigate rural-urban differences in participation rates in three modes of active commuting (AC) and their built environmental correlates. The 2010 Census supplemented with other datasets were used to analyze AC rates in percent of workers age 16+ walking, biking, or taking public transportation to work in 70,172 Census tracts, including 12,844 rural and 57,328 urban. Random-intercept factional logit regressions were used to account for zero-inflated data and for clustering of tracts within counties. We found that the average AC rates were 3.44% rural and 2.77% urban (p<0.01) for walking to work, 0.40% rural and 0.58% urban (p<0.01) for biking to work, and 0.59% rural and 5.86% urban (p<0.01) for public transportation to work. Some environmental variables had similar relationships with AC in rural and urban tracts, such as a negative association between tract greenness and prevalence of walking to work. Others had opposite correlational directions for rural vs. urban, such as street connectivity for walking to work and population density for both walking to work and public transportation to work. We concluded that rurality is an important moderator in AC-environment relationships. In developing strategies to promote AC, attention needs to be paid to rural-urban differences to avoid unintended consequences.

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The average active commuting prevalence in all U.S. tracts is 2.89%, 0.55%, and 4.89% for walking, biking, and public transportation to work around 2010, respectively.

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Rural tracts have a higher prevalence of walking but lower prevalence of biking and public transportation to work than urban tracts.

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Rural-urban differences in the associations between AC and environment are complex, with some variables showing opposite correlational directions, such as street connectivity for walking to work and population density for both walking to work and public transportation to work.

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In developing strategies to promote AC, attention needs to be paid to rural-urban differences in order to avoid unintended consequences of “one-size fit all” type of approaches.

Spatial heterogeneity in repeated measures of perceived stress among car commuters in Scania, Sweden

Background

Long commutes by car are stressful. Most research studying health effects of commuting have summarized cross-sectional data for large regions. This study investigated whether the levels of stress and individual characteristics among 30–60 min car commuters were similar across different places within the county of Scania, Sweden, and if there were changes over time.

Methods

The study population was drawn from a public health survey conducted in 2000, with follow-ups in 2005 and 2010. The study population was selected from the 8206 study participants that completed the questionnaire at all three time points. Commuting questions in the 2010 questionnaire assessed exposure concurrently for that year and retrospectively for 2000 and 2005. In total, 997 persons aged 18–65 and working 15–60 h/week had commuted by car 30–60 min at least at one time point. Geographically weighted proportions of stress among 30–60 min car commuters were calculated for each year and classified into geographically continuous groups based on Wards algorithm. Stress levels, sociodemographic characteristics and commuting characteristics were compared for areas with high and low stress in relation to the rest of the county. This novel methodology can be adapted to other study settings where individual-level data are available over time.

Results

Spatial heterogeneity in stress levels was observed and the locations of high and low stress areas changed over time. Local differences in stress among participants were only partly explained by sociodemographic characteristics. Stressed commuters in the high stress area in 2000 were more likely to maintain their commuting mode and time than those not stressed. Stressed commuters in the high stress area in 2000 were also more likely to have the same workplace location in 2010, while stressed commuters in the high stress area in 2010 were more likely to have the same residential location as in 2000.

Conclusion

The relationship between commuting mode and time and stress is variable in place and time. Better understanding of commuting contexts such as congestion is needed in research on the health effects of commuting.