Walking and Bicycling: An Evaluation of Environmental Audit Instruments

The associations between place-based measures of walkability and physical activity across a range of diverse streetscapes

Walkability relates to aspects of a physical environment that have the potential to influence walking in that environment. In 2019, the Environmental Protection Agency developed the National Walkability Index (NWI), an easily accessible, U.S. Census block-group-level indicator of walkability. Although the NWI could be the metric of choice for researchers and urban planners, there is a lack of empirical evidence for its validity. The current study examined the validity of the NWI and Walk Score for predicting physical activity (PA) occurring along urban streetscapes. A wearable video device (Gogloo E7 SMART eyewear) was used to capture videos of streetscapes in 24 U.S. Census block groups in three different sized cities. The block groups varied in walkability, income level, and minority composition. The videos, collected over 10 months during 2019 at different times on weekdays and weekends, were reviewed by experts to obtain counts of walkers/h and individuals performing leisure PA/h (dependent variables). The independent variables were the NWI, its components - transit stop proximity, intersection density, employment/household occupancy mix, and employment mix, and Walk Score. Block group was the level of analysis. Linear regression indicated Walk Score, employment/household occupancy mix, and employment mix were associated with walkers/h (p < .001) while only employment/household occupancy mix, and employment mix were associated with leisure PA/h (p < .001). The NWI did not account for a significant portion of the variance in PA outcomes. A place-based examination of PA and walkability indexes favors the use of Walk Score and a modified version of the NWI.

Informing Streetscape Design with Citizen Perceptions of Safety and Place: An Immersive Virtual Environment E-Participation Method

As our cities grow, it is important to develop policies and streetscape designs that provide pedestrians with safe comfortable walking conditions and acknowledge the challenges involved in making urban places feel liveable and safe while understanding the critical role of streets around busy destinations. To understand these challenges at a nuanced, human level, new methods of citizen engagement are needed. This paper outlines the development and application of a new citizen perception collection method, using immersive virtual environments (IVE), coupled with an interactive emoji affective activation-pleasure grid and digital slider elements, embedded within an online e-participation survey to quantify, and rank the impact of individual (single-variable) urban design elements and safe system treatments on pedestrians' perceptions of safety and place. The results demonstrate the effectiveness of this method for providing detailed, interrogable, scalable citizen perception data of a variety of urban street design elements and safe system treatments, which allows a statistical analysis of responses and prioritization of the most effective pedestrian-oriented interventions for maintaining or enhancing street vibrancy and liveability. Our IVE e-participation approach is an important contribution to forming a better understanding of streetscapes and provides a valuable method for urban designers and transport planners to prioritise different streetscape place and safety approaches.

Examining the association between the built environment and active travel using GPS data: A study of a large residential area (Daju) in Shanghai

Automobile dependence and physical inactivity have become common health challenges for residents in large suburban residential areas. Limited literature has examined the associations between the built environment and active travel in such residential areas and the differences in these associations among residents from different neighborhoods. To avoid inaccurate results potentially derived from residence-based measures, we adopt a mobility-based approach for environmental exposure assessment. Using GPS data from 530 trips made by 98 participants in a large residential area in Shanghai, we investigate the relationships between neighborhood types, pollution perceptions, built environment features and active travel. The results indicate that residents in affordable and relocation housing make fewer active trips than those in market-rate housing, while the built environment seems to mitigate this difference. Sports facilities promote active travel while commercial facilities and road intersections discourage it. We identify significant interactions between the percentage of green space and neighborhood type, as well as floor area ratio and air pollution perception. Interventions promoting active travel include active-travel-friendly design for commercial facilities and road intersections, the provision of more sports facilities, a careful increase in floor area ratio, and the provision of more green space that is attractive to residents from different neighborhoods.

Comparative Review of Environmental Audit Tools for Public Open Spaces from the Perspective of Children's Activity

Public open spaces are important venues for children's participation in outdoor activities and social life. This study performs a comparative and qualitative review of the tools that can be used to audit the environments of children-focused public open spaces. The analysis reviews 25 studies involving 11 tools for comparison. The results reveal that (1) the tools were developed in different fields; (2) the tools use two data resources, field investigation and geographic databases; (3) the tool dimensions are diverse, as are the number of items covered, and are generally related to four categories: surrounding environment and accessibility, activity and perceived safety, children's sports and play opportunities, and aesthetic and comfort of the environment; (4) the reliability of most tools has been verified, with some validity still to be confirmed; (5) there are differences in tool users, settings, and aims. Among the tools, the CPAT and the EAPRS are the most comprehensive. Comparative analysis of the tools provides a reference for studies on children-focused public open spaces and for the development and improvement of corresponding tools in the future.

Assessing Measurement Invariance of a Land Use Environment Construct Across Levels of Urbanicity

Variation in the land use environment (LUE) impacts the continuum of walkability to car dependency, which has been shown to have effects on health outcomes. Existing objective measures of the LUE do not consider whether the measurement of the construct varies across different types of communities along the rural/urban spectrum. To help meet the goals of the Diabetes Location, Environmental Attributes, and Disparities (LEAD) Network, we developed a national, census tract-level LUE measure which evaluates the road network and land development. We tested for measurement invariance by LEAD community type (higher density urban, lower density urban, suburban/small town, and rural) using multiple group confirmatory factor analysis. We determined that metric invariance does not exist; thus, measurement of the LUE does vary across community type with average block length, average block size, and percent developed land driving most shared variability in rural tracts and with intersection density, street connectivity, household density, and commercial establishment density driving most shared variability in higher density urban tracts. As a result, epidemiologic studies need to consider community type when assessing the LUE to minimize place-based confounding.

Effect of the Street Environment on Walking Behavior: A Case Study Using the Route Choice Model in the Chunliu Community of Dalian

To better comprehend the relationship between the environment and walking, this study developed a conceptual framework that explained the association between the street environment and the route choice behavior of pedestrians. We collected the route choice data of 219 residents of the Chunliu community in Dalian and used a conditional Logit model to analyze the factors influencing route choice behavior to explain how the street environment affected pedestrians' walking habits and induced them to choose longer or more complicated routes for their activities. We found that sidewalk and driveway width, garbage bins, green spaces, the characteristics of street walls, the proportion of facilities could influence pedestrians' walking habits and compel them to choose longer and more complex routes. This study would provide new insights into walking characteristics and offer policy recommendations to the government on improving the street environment.

A Spatial Analysis of Access to Physical Activity Infrastructure and Healthy Food in Regional Tasmania

Prevalence of physical inactivity and obesity continues to increase in regional areas such as North-West (NW) Tasmania and show no signs of abating. It is possible that limited access to physical activity infrastructure (PAI) and healthier food options are exacerbating the low levels of habitual physical activity and obesity prevalence in these communities. Despite a burgeoning research base, concomitant exploration of both physical activity and food environments in rural and regional areas remain scarce. This research evaluated access (i.e., coverage, variety, density, and proximity) to physical activity resources and food outlets in relation to socioeconomic status (SES) in three NW Tasmanian communities. In all three study areas, the PAI and food outlets were largely concentrated in the main urban areas with most recreational tracks and natural amenities located along the coastline or river areas. Circular Head had the lowest total number of PAI (n = 43) but a greater proportion (30%) of free-to-access outdoor amenities. There was marked variation in accessibility to infrastructure across different areas of disadvantage within and between sites. For a considerable proportion of the population, free-to-access natural amenities/green spaces and recreational tracks (73 and 57%, respectively) were beyond 800 m from their households. In relation to food accessibility, only a small proportion of the food outlets across the region sells predominantly healthy (i.e., Tier 1) foods (~6, 13, and 10% in Burnie, Circular Head and Devonport, respectively). Similarly, only a small proportion of the residents are within a reasonable walking distance (i.e., 5–10 min walk) from outlets. In contrast, a much larger proportion of residents lived close to food outlets selling predominantly energy-dense, highly processed food (i.e., Tier 2 outlets). Circular Head had at least twice as many Tier 1 food stores per capita than Devonport and Burnie (0.23 vs. 0.10 and 0.06; respectively) despite recording the highest average distance (4.35 and 5.66 km to Tier 2/Tier 1 stores) to a food outlet. As such, it is possible that both food and physical activity environment layouts in each site are contributing to the obesogenic nature of each community.

The Influence of Street Microenvironment on the Walking Activities of Older Adults: A Longitudinal Study Based on the Structural Equation Model and Manipulated Photos

There is growing evidence of an association between the built environment and walking activity, but knowledge of street microenvironmental factors and older adults’ walking is limited and inconsistent. We used a socio-ecological model as the theoretical framework for this study, aiming to investigate longitudinally the important influences of the street microenvironment on older people’s walking by manipulated street photographs and whether there are different groups of older people with different environmental preferences, and to determine the influence of environmental factors in the socio-ecological model. The clustering analysis method was used to divide the samples into four groups, and those four subgroups were put in a comparative analysis regarding their street environments by methods of semantic differential (SD). The preferences of various subgroups were checked by the variance analysis and post hoc tests, and the structural equation model (SEM) was applied to discuss the relations of correlation and influence among each factor. The results showed that “parking on the sidewalk” was rated the lowest in the pre-intervention photos, and “shaded” and “hedge” were rated the highest in the post-intervention photos, and the environmental requirements were different for the older, poorer and higher income and education subgroups. There was a significant positive relationship between residential status and architectural interventions as well as self-efficacy and physical condition. These findings suggest that when developing environmental interventions to promote walking among older adults, priority should be given to those factors that need to be improved most. In addition, attention should be paid to the differences in walking needs among different groups of older adults, with particular attention on the impact of self-selected living environments on street-level environmental interventions.

Built environment and early infection of COVID-19 in urban districts: A case study of Huangzhou

Since COVID-19 spread rapidly worldwide, many countries have experienced significant growth in the number of confirmed cases and deaths. Earlier studies have examined various factors that may contribute to the contagion rate of COVID-19, such as air pollution, smoking, humidity, and temperature. As there is a lack of studies at the neighborhood-level detailing the spatial settings of built environment attributes, this study explored the variations in the size of the COVID-19 confirmed case clusters across the urban district Huangzhou in the city of Huanggang. Clusters of infectious cases in the initial outbreak of COVID-19 were identified geographically through GIS methods. The hypothetic relationships between built environment attributes and clusters of COVID-19 cases have been investigated with the structural equation model. The results show the statistically significant direct and indirect influences of commercial vitality and transportation infrastructure on the number of confirmed cases in an infectious cluster. The clues ch inducing a high risk of contagions have been evidenced and provided for the decision-making practice responding to the initial stage of possible severe epidemics, indicating that the local public health authorities should implement sufficient measures and adopt effective interventions in the areas and places with a high probability of crowded residents.

Assessing Walking and Cycling around Schools

To encourage students to walk and cycle to school and ensure their health and safety, it is essential to provide safe and operationally efficient infrastructure around schools. This study used an audit tool to assess the infrastructure and environment around schools in the city of Doha, Qatar, with a particular emphasis on active transport (walking and cycling). The aim was to identify strengths, weaknesses, and areas for improvement. Twenty-two schools with varied education levels were assessed. Among all assessed categories, active transport items scored the lowest, requiring the most improvements. A detailed analysis was conducted based on school type (elementary, primary, high, and mixed-schools) and revealed similar results except for elementary schools (scored acceptable for active transport). The study revealed that adding bike lanes, installing bicycle parking, and providing good separation of travel modes are the most needed improvements at school sites. In summary, improving active transport could significantly improve the overall quality of the infrastructure around schools in Qatar. Such improvements could greatly encourage more school children to walk and cycle to school instead of being primarily dropped-off and picked up by their parents’ vehicles or school buses.

An audit tool for longitudinal assessment of the health-related characteristics of urban neighborhoods: implementation methods and reliability results

BACKGROUND

Improving the neighborhood environment may help address chronic disease and mortality. To identify neighborhood features that are predictors of health, objective assessments of the environment are used. Multiple studies have reported on cross-sectional assessments of health-related neighborhood features using direct observation. As study designs expand to better understand causation and predictors of change, there is a need to test whether direct observation methods are adequate for longitudinal assessment. To our knowledge, this is the first study to report on the reliability of repeated measurements of the neighborhood environment, and their stability, over time.

METHODS

The Pittsburgh Hill/Homewood Research on Neighborhood Change and Health (PHRESH) study conducted longitudinal assessments in two low-income, African American neighborhoods at three waves (years 2012, 2015, 2017). The PHRESH audit tool is a modification of earlier validated tools, with an emphasis on environment features relevant for physical activity, sleep, and obesogenic behaviors. Trained data-collector pairs conducted direct observations of a 25% sample of street segments in each neighborhood. At each wave, we audited a sub-sample of street segments twice and assessed reliability using percentage inter-observer agreement and krippendorf's alpha statistics. Stability of these items was assessed as exhibiting moderate or high agreement at every time point.

RESULTS

Across waves, a majority (81%) of the items consistently demonstrated moderate to high agreement except for items such as public/communal space, amount of shade, sidewalk features, number of traffic lanes, garden/flower bed/planter, art/statue/monument, amount of trash, and physical disorder. The list of items with poor agreement includes features that are easy to miss (e.g. flower bed/planter), hard to assess from outside (e.g. public/communal space), or may change quickly (e.g. amount of trash).

CONCLUSION

In this paper, we have described implementation methods, reliability results and lessons learned to inform future studies of change. We found the use of consistent methods allowed us to conduct reliable, replicable longitudinal assessments of the environment. Items that did not exhibit stability are less useful for detecting real change over time. Overall, the PHRESH direct observation tool is an effective and practical instrument to detect change in the neighborhood environment.

School Walkability Index: Application of Environmental Audit Tool and GIS

INTRODUCTION

Active school travel is an important way to promote children's physical activity, but it requires supportive environments that can safely and comfortably accommodate children's walking and biking. Few existing indices explicitly consider school neighborhood environmental factors related to children's walking to school. In this study, we used a street audit tool and Geographic Information System (GIS) to evaluate walkability near low-income elementary schools in Seattle, WA.

METHODS

The audit-based school walkability index was developed based on all street segments (n=841) within a 0.4km network buffer from each study school (n=18). The GIS-based school walkability, a combination of road connectivity, vehicular traffic exposure, and residential density, was also measured in a 2km network buffer around each school. The participants were individuals aged 8-11 years (n=315) who participated in the Walking School Bus randomized controlled trial project. Mixed-effects logistic and linear models were used to examine the association of the index's representations of the built environment with children's school travel mode (walking or biking to school 1+ times per week) and with objectively measured moderate-to-vigorous physical activity (MVPA, average weekday minutes during the 90-min before-school period). These associations were tested with the total sample as well as the subsample of children living within 1.5km from their schools.

RESULTS

The audit-based school walkability index (WI) was positively associated with both active commuting to school among the subsample living within 1.5km from their schools and with children's before-school MVPA among the subsample and the total sample. The GIS-based school WI showed significant associations with children's before-school MVPA but no relationships with active school travel among the subsample and the total sample.

CONCLUSION

The audit-based school walkability index can be used as a complementary tool for measuring walkability near low-income elementary schools along with existing GIS-based school walkability index.

Impact Evaluation of Bike-Sharing on Bicycling Accessibility

The presence of bike-sharing has a significant influence on the ease of trips by bike, which is one critical aspect of bicycling accessibility (BAcc). The existing measurements of BAcc rarely consider the factor of ownership of bikes, which means that no distinction is made between private-bikes and shared bikes. To measure BAcc more fully, this paper proposes a method to evaluate the influences of bike-sharing on BAcc and to perform the method on a real-world case study in Beijing. It is found that bike-sharing has a boosting effect on BAcc, and the increased rate of BAcc is significantly affected by bicycling frequency and shared-bike availability. A case study in Beijing utilizing geo-location data collected from two major bike-sharing companies (OFO and Mo-bike) illustrates the significance of the impact of bike-sharing on BAcc and the necessity to include bike-sharing in the measurement of BAcc. Besides, the case study shows BAcc around the transit station is better than that over the whole area. Given that bicycling feeds transit, this research lays the foundation for analyzing the combination of bike-sharing and transit from the perspective of accessibility and can further support transportation planning.

Planning and Design Support Tools for Walkability: A Guide for Urban Analysts

We present a survey of operational methods for walkability analysis and evaluation, which we hold show promise as decision-support tools for sustainability-oriented planning and urban design. An initial overview of the literature revealed a subdivision of walkability studies into three main lines of research: transport and land use, urban health, and livable cities. A further selection of articles from the Scopus and Web of Science databases focused on scientific papers that deal with walkability evaluation methods and their suitability as planning and decision-support tools. This led to the definition of a taxonomy to systematize and compare the methods with regard to factors of walkability, scale of analysis, attention on profiling, aggregation methods, spatialization and sources of data used for calibration and validation. The proposed systematization aspires to offer to non-specialist but competent urban analysts a guide and an orienteering, to help them integrate walkability analysis and evaluation into their research and practice.

The Association of Trail Features With Self-Report Trail Use by Neighborhood Residents

BACKGROUND

Urban trails are a useful resource to promote physical activity. This study identified features of urban trails that correlated with trail use.

METHODS

Multiuse urban trails were selected in Chicago, Dallas, and Los Angeles. An audit of each trail was completed using the Systematic Pedestrian and Cyclist Environmental Scan for Trails instrument, identifying built environmental features. A self-report of trail use was obtained from trailside residents (N = 331) living within 1 mile of each trail. Univariate and multivariate Poisson regressions controlled for trail time from home and motivation for physical activity.

RESULTS

Positive associations with the past month's hours on the trail were observed for the presence of distance signs, vegetation height, vegetation maintenance, and trail crowding, and a negative association was observed for the presence of crossings on the trail. Positive associations with dichotomous trail use were observed for the presence of distance signs, vegetation height, and vegetation maintenance, and a negative association was observed for the presence of crossings on the trail.

CONCLUSIONS

These correlates should be confirmed in other studies and, if supported, should be considered in the promotion and design of urban trails.

A Scoping Review of Bikeability Assessment Methods

Bicycling holds promise as a healthy and sustainable means of transportation and physical activity. Despite the growing interest in community-based environmental approaches to promoting physical activity, bikeability has received relatively little attention. This paper provides a scoping review of the instruments developed to measure bikeability along with practice-based analyses of the tools related to user expertise, estimated cost, and required time to implement. The review summarizes the literature, identifies research gaps, and informs stakeholders with articles from EBSCO and transportation databases published after 2003 when the previous bikeability instrument review paper was published. Data extraction included the tool name, data collection method, study location, data collection scale, type of measure, and description. Two reviewers independently reviewed articles included in the full text review, and the inter-rater agreement exceeded 90%. The database search yielded 388 unique articles, and 17 met the inclusion/exclusion criteria. Most of the studies, 11 of 17, were applied to settings outside of the U.S. Five studies employed a self-report survey, and five studies examined bikeability using geospatial data, like GIS. Seven studies used a direct observation audit tool-one specifically using a mobile app and another using virtual observation techniques with Google Street View. Bikeability tools are useful for assessing communities and their supports for bicycling. Our primary finding is that advances in technology over the past two decades have driven innovative and useful methodologies, in a variety of disciplines, for assessing the environment, but more consensus is needed to provide a universal definition of bikeability.

Development, Validation, and Application of School Audit Tool (SAT): An Effective Instrument for Assessing Traffic Safety and Operation around Schools

There is a need for a reliable school audit tool with well-defined scales to convert qualitative evaluation of existing school sites into a quantitative assessment in order to help public agencies to improve schools’ safety and efficiency. In this study, a new, simple, and versatile School Audit Tool (SAT) was developed and tested. SAT was formed using a 30-item checklist categorized into four domains: school site assessment, road network assessment, parking/loading assessment, and active transport assessment. The tool was applied on a sample of 22 schools. Then, categorical and item-by-item Intraclass Correlation Coefficients (ICC) were calculated to validate the tool. The results showed acceptable overall test-retest (ICC = 0.919) and inter-rater reliability (ICC = 0.843) across all items and domains. SAT’s adaptable framework to assess and compare the safety and efficiency of schools is reliable, easy-to-use, and comprehensive. The tool is also effective in ranking schools and identifying items that may require upgrades or modifications.

Setting the Methodological Framework for Accessibility in Geo-Mining Heritage Settings—An Ongoing Study of Iglesiente Area (Sardinia, Italy)

This paper aims to discover why and how accessibility is fundamental to sustainable local development in heritage settings. We discussed the dimensions and variables of accessibility that control the development. Correspondingly, we proposed an interpretative framework for sustainable development planning and management of low urbanized spatial settings and accessibility for the Iglesiente Geo-mining heritage in Sardinia (Italy). The Iglesiente area is affected by a deep post-mining crisis that is reflected in poor socioeconomic conditions and an evident space oriented set of problems (a disorder in landscape matrix, low readability of space, scarce infrastructure and low accessibility). To revert negative trends of space-related problems, the paper proposes a theoretical model acting as an anticipatory landscape planning tool. The model copes with the context-specific problems in combination with theoretical findings. It acts at various scales through the definition of boundaries and variables of the internal and external environment, providing the territorial matrix of equity and cohesion. Furthermore, we argued the limitation and advantages of the model to its implementation capacity for the Geo-mining heritage and low-urbanized spatial settings. The empirical findings from an ongoing project about accessibility to territorial knowledge and services in the Iglesiente area, currently in progress, allow us to test and adjust the methodological framework in the next steps.

Evaluating Urban Bicycle Infrastructures through Intersubjectivity of Stress Sensations Derived from Physiological Measurements

A continued shift of human mobility towards sustainable and active mobility modes is a major concern for society in order to reduce the human contribution to climate change as well as to improve liveability and health in urban environments. For this change to succeed, non-motorized modes of transport need to become more attractive. Cycling can play a substantial role for short to medium distances, but perceived safety and stress levels are still major concerns for cyclists. Therefore, a quantitative assessment of cyclists’ stress sensations constitutes a valuable input for urban planning and for optimized routing providing low-stress routes. This paper aims to investigate stress sensations of cyclists through quantifying physiological measurements and their spatial correlation as an intersubjective indicator for perceived bikeability. We developed an automated workflow for stress detection and aggregation, and validated it in a case study in the city of Salzburg, Austria. Our results show that measured stress generally matches reported stress perception and can thus be considered a valuable addition to mobility planning processes.

Bicycle Level of Service for Route Choice—A GIS Evaluation of Four Existing Indicators with Empirical Data

Bicycle Level of Service (BLOS) indicators are used to provide objective ratings of the bicycle suitability (or quality) of links or intersections in transport networks. This article uses empirical bicycle route choice data from 467 university students in Trondheim, Norway to test the applicability of BLOS rating schemes for the estimation of whole-journey route choice. The methods evaluated share a common trait of being applicable for mixed traffic urban environments: Bicycle Compatibility Index (BCI), Bicycle Stress Level (BSL), Sixth Edition Highway Capacity Manual (HCM6), and Level of Traffic Stress (LTS). Routes are generated based on BLOS-weighted networks and the suitability of these routes is determined by finding the percentage overlap with empirical route choices. The results show that BCI provides the best match with empirical route data in all five origin–destination pairs, followed by HCM6. BSL and LTS which are not empirically founded have a lower match rate, although the differences between the four methods are relatively small. By iterating the detour rate that cyclists are assumed to be willing to make, it is found that the best match with modelled BLOS routes is achieved between 15 and 21% additional length. This falls within the range suggested by existing empirical research on willingness to deviate from the shortest path, however, it is uncertain whether the method will deliver the comparable findings in other cycling environments.

Built Environment Features and Pedestrian Accidents: An Italian Retrospective Study

Daily walking is a recommended physical activity. It can be an all-age suitable, environment-friendly transport option. However, traffic crashes are a widely recognized risk factor, associated with drivers’ errors or a combination of several environmental factors, including physical characteristics of the road space. The aim of this study was to assess the characteristics of built environments on pedestrian safety. Data on road accidents that had occurred between 2005 and 2015, in Alghero, Italy, were retrieved and matched with spatial and functional street qualities. On-street parking was found to increase the risk of pedestrian accidents by about two times, whereas, narrow travel lanes and intersections reduced the incidence of crashes and their public relevance. These field results could inform urban health and spatial planning policies with the final goal of improving health and providing more sustainable models of urban organization.

The relationship between objectively-measured attributes of the built environment and selected cardiovascular risk factors in a South African urban setting

BACKGROUND

Evidence concerning the relationship between objectively-measured attributes of the built environment with cardio-metabolic risk in populations from lower- and middle-income countries is lacking. In this paper, we describe the association between the objectively-measured built environment with body mass index, blood pressure and physical activity in adult South Africans.

METHODS

This cross-sectional study included 341 adults aged ≥35 years drawn from the Cape Town arm of the Prospective Urban Rural Epidemiology (PURE) cohort study. All Cape Town PURE participants were invited to take part in the study. Actigraph GT3X accelerometer and Geographic Information Systems were used to measure physical activity and built environment attributes (community center, shopping center and taxi rank).

RESULTS

In age and sex adjusted models (reference 500 m), access to community centers (1000 m) was positively related to body mass index [beta 4.70 (95%CI: 2.06 to 7.34)] and diastolic blood pressure [4.97 (0.00 to 9.95)]. Distance from a community center (1600 m) was positively related to diastolic blood pressure [6.58 (1.57 to 11.58)] and inversely with moderate-to-vigorous physical activity [- 69.30 (- 134.92 to - 3.70)]. Distance to a shopping center (1600 m) was positively related to body mass index [4.78 (1.11 to 8.45)] and shopping center (1000 m) was positively related to systolic blood pressure respectively [76.99 (0.03 to 83.95)].

CONCLUSION

Distance to community and shopping centers were significantly associated with BMI, systolic, diastolic blood pressure and moderate-to-vigorous physical activity. Future research should include multiple aspects of built environment variables in order to provide for a broader understanding of their effect on cardiovascular risk profile of African populations.

Characteristics of the environmental microscale and walking and bicycling for transportation among adults in Curitiba, Paraná State, Brazil

The aim of this study was to analyze the association between the characteristics of the built and social and environmental microscale and walking and bicycling for transportation in adults in Curitiba, Paraná State, Brazil. A cross-sectional study was performed in 2009 with a household survey that included 1,419 adults. Objective evaluation of environment was performed on the resident's street segments, using an instrument for systematic observation consisting of six dimensions: "land use", "public transportation", "streetscape", "conditions and aesthetics", "places for walking and bicycling", and "social environment". The score for each dimension was obtained as the sum of positive items related to physical activity. The items for "public transportation" (≥ 1 items) and "places for walking and bicycling on the streets" (≥ 3 items) were dichotomized, while the scores for the other items were classified in tertiles. Walking and bicycling for transportation were assessed with the International Physical Activity Questionnaire (IPAQ). The data were analyzed using multilevel Poisson regression. Medium "streetscape" score was inversely associated with walking ≥ 150min/week (PR = 0.60; 95%CI: 0.40-0.91; VPC = 12%) and bicycling (PR = 0.54; 95%CI: 0.29-0.99; VPC = 60%). In conclusion, only "streetscape" was associated with walking and bicycling for transportation in adults.

Online versus in-person comparison of Microscale Audit of Pedestrian Streetscapes (MAPS) assessments: reliability of alternate methods

Background

An online version of the Microscale Audit of Pedestrian Streetscapes (Abbreviated) tool was adapted to virtually audit built environment features supportive of physical activity. The current study assessed inter-rater reliability of MAPS Online between in-person raters and online raters unfamiliar with the regions.

Methods

In-person and online audits were conducted for a total of 120 quarter-mile routes (60 per site) in Phoenix, AZ and San Diego, CA. Routes in each city included 40 residential origins stratified by walkability and SES, and 20 commercial centers. In-person audits were conducted by raters residing in their region. Online audits were conducted by raters in the alternate location using Google Maps (Aerial and Street View) images. The MAPS Abbreviated Online tool consisted of four sections: overall route, street segments, crossings and cul-de-sacs. Items within each section were grouped into subscales, and inter-rater reliability (ICCs) was assessed for subscales at multiple levels of aggregation.

Results

Online and in-person audits showed excellent agreement for overall positive microscale (ICC = 0.86, 95% CI [0.80, 0.90]) and grand scores (ICC = 0.93, 95% CI [0.89, 0.95]). Substantial to near-perfect agreement was found for 21 of 30 (70%) subscales, valence, and subsection scores, with ICCs ranging from 0.62, 95% CI [0.50, 0.72] to 0.95, 95% CI [0.93, 0.97]. Lowest agreement was found for the aesthetics and social characteristics scores, with ICCs ranging from 0.07, 95% CI [−0.12, 0.24] to 0.27, 95% CI [0.10, 0.43].

Conclusions

Results support use of the MAPS Abbreviated Online tool to reliably assess microscale neighborhood features that support physical activity and may be used by raters residing in different geographic regions and unfamiliar with the audit areas.

Contextualizing Walkability: Do Relationships Between Built Environments and Walking Vary by Socioeconomic Context?

PROBLEM RESEARCH STRATEGY AND FINDINGS

Supportive built environments for walking are linked to higher rates of walking and physical activity, but little is known about this relationship for socioeconomically disadvantaged (e.g., low-income and racial/ethnic minority) populations. We review 17 articles and find that most show that the built environment has weaker effects on walking and physical activity for disadvantaged than advantaged groups. Those who lived in supportive built environments walked more and were more physically active than those who did not, but the effect was about twice as large for advantaged groups. We see this difference because disadvantaged groups walked more in unsupportive built environments and less in supportive built environments, though the latter appears more influential.

TAKEAWAY FOR PRACTICE

Defining walkability entirely in built environment terms may fail to account for important social and individual/household characteristics and other non-built environment factors that challenge disadvantaged groups, including fear of crime and lack of social support. Planners must be sensitive to these findings and to community concerns about gentrification and displacement in the face of planned built environment improvements that may benefit more advantaged populations. We recommend five planning responses: Recognize that the effects of the built environment may vary by socioeconomics; use holistic approaches to improve walkability; expand walkability definitions to address a range of social and physical barriers; partner across agencies, disciplines, and professions; and evaluate interventions in different socioeconomic environments.

Walking in Two French Neighborhoods: A Study of How Park Numbers and Locations Relate to Everyday Walking

Research indicates that people are drawn to green spaces with attractive amenities. This study extends that finding by comparing walking patterns in two neighborhoods with different numbers of parks; parks did not differ in rated attractiveness nor did neighborhoods differ substantially in rated walkability. Adults, aged 32-86 years (n = 90), drew their 3 most recent walking routes on maps of their neighborhood. Analyses showed that participants' round trips were longer by 265.5 meters (.16 mile) in the neighborhood with a single, large, centrally located park (p < .02). However, participants in the neighborhood with multiple, small, more distributed parks, visited more streets, p < .001, more streets with green spaces, p < .038, and used more varied routes, p < .012. Results suggest there are potential benefits to both layouts. Large centralized parks may invite longer walks; smaller, well-distributed parks may invite more varied routes suggestive of appropriation and motivation processes. Both layouts might be combined in a single neighborhood to attract more walkers.

Secondary GIS built environment data for health research: guidance for data development

Built environment (BE) data in geographic information system (GIS) format are increasingly available from public agencies and private providers. These data can provide objective, low-cost BE data over large regions and are often used in public health research and surveillance. Yet challenges exist in repurposing GIS data for health research. The GIS data do not always capture desired constructs; the data can be of varying quality and completeness; and the data definitions, structures, and spatial representations are often inconsistent across sources. Using the Small Town Walkability study as an illustration, we describe (a) the range of BE characteristics measurable in a GIS that may be associated with active living, (b) the availability of these data across nine U.S. small towns, (c) inconsistencies in the GIS BE data that were available, and (d) strategies for developing accurate, complete, and consistent GIS BE data appropriate for research. Based on a conceptual framework and existing literature, objectively measurable characteristics of the BE potentially related to active living were classified under nine domains: generalized land uses, morphology, density, destinations, transportation system, traffic conditions, neighborhood behavioral conditions, economic environment, and regional location. At least some secondary GIS data were available across all nine towns for seven of the nine BE domains. Data representing high-resolution or behavioral aspects of the BE were often not available. Available GIS BE data - especially tax parcel data - often contained varying attributes and levels of detail across sources. When GIS BE data were available from multiple sources, the accuracy, completeness, and consistency of the data could be reasonable ensured for use in research. But this required careful attention to the definition and spatial representation of the BE characteristic of interest. Manipulation of the secondary source data was often required, which was facilitated through protocols.

Trail Characteristics as Correlates of Urban Trail Use

Purpose.

The purpose of this study was to identify the environmental correlates of urban trail use.

Design.

Three multiuse urban trails at least 15 miles in length were selected. Trails were divided into one-half-mile segments (N = 102 total segments) and marked in the field. An audit of each trail was completed identifying built environmental features. A cross-sectional count of trail users was completed at each segment estimating the type of use, age, gender.

Setting.

Data collection occurred on urban trails in Chicago, Dallas, and Los Angeles.

Subjects.

Trained observers counted 17,338 users across the three trails.

Measures.

The SPACES for Trails instrument was used, and a trail count data collection sheet was developed.

Analysis.

Univariate and multivariate Poisson regressions controlling for location of trail and density of the population within 1 mile of the trail.

Results.

Positive associations with trail use were observed for mixed views (β = .33, p < .0001), streetlights (β = .30, p < .0001), good trail condition (β = .28, p < .0001), and the presence of cafés (β = .38, p < .0001) and other trailside facilities (β = .08, p < .0001). Negative associations were observed for litter (β = −.22, p < .0001), noise (β = −.41, p < .0001), higher vegetation density (β = −.10, p > .001), drainage features (β = −.67, p < .0003), natural areas adjacent to the trail (β = −.39, p < .0001), and tunnel present (β = −.20, p < .04).

Conclusions.

These correlates should be confirmed in other studies and if supported should be considered in the promotion and design of urban trails.

Development and testing of mobile technology for community park improvements: validity and reliability of the eCPAT application with youth

Creation of mobile technology environmental audit tools can provide a more interactive way for youth to engage with communities and facilitate participation in health promotion efforts. This study describes the development and validity and reliability testing of an electronic version of the Community Park Audit Tool (eCPAT). eCPAT consists of 149 items and incorporates a variety of technology benefits. Criterion-related validity and inter-rater reliability were evaluated using data from 52 youth across 47 parks in Greenville County, SC. A large portion of items (>70 %) demonstrated either fair or moderate to perfect validity and reliability. All but six items demonstrated excellent percent agreement. The eCPAT app is a user-friendly tool that provides a comprehensive assessment of park environments. Given the proliferation of smartphones, tablets, and other electronic devices among both adolescents and adults, the eCPAT app has potential to be distributed and used widely for a variety of health promotion purposes.

Walkability around primary schools and area deprivation across Scotland

BACKGROUND

A number of studies based in the US, Canada, and Australia, have found evidence of associations between the built environment (BE) and mode of transport to school, and links between active travel and deprivation. Limited research in the UK compares potential BE supports for walking to school by area deprivation. Within this study, we gathered data on BE attributes previously linked to active travel, i.e., street/path connectivity, and dwelling density, created a composite 'walkability score' (WS) for areas around primary schools across urban Scotland, and explored whether poorer areas exhibit lower scores than more affluent areas, or vice versa. We consider this to be a novel approach as few studies have compared BE features by deprivation across a whole country.

METHODS

Address and road/path maps were obtained and primary schools (N = 937) across mainland Scotland were mapped. Schools were attributed income deprivation scores (scores divided into quintiles (Q1: least deprived, Q5: most deprived)). Catchment area (CA) boundaries, i.e., the geographic area representing eligibility for local school attendance, were drawn around schools, and WS calculated for each CA. We compared mean WS by income quintile (ANOVA), for all local authorities (LAs) combined (N = 29), and separately for the four LAs with the greatest number of schools included in the analysis.

RESULTS

For all LAs combined, the least deprived quintile (Q1) showed a significantly lower WS (-0.61), than quintiles 3, 4 and 5 (Q2: -0.04 (non-sig), Q3: 0.38, Q4: 0.09, Q5: 0.18); while for Glasgow the second least deprived quintile (Q2) showed significantly higher WS (Q1: 1.35, Q2: 1.73), than middling (Q3: 0.18) and most deprived quintiles (Q4: 0.06, Q5: -0.10).

CONCLUSION

WS differ by deprivation with patterns varying depending on the spatial scale of the analysis. It is essential that less walkable areas are provided with the resources to improve opportunities to engage in active travel.

The Built Environment and Active Travel: Evidence from Nanjing, China

BACKGROUND

An established relationship exists between the built environment and active travel. Nevertheless, the literature examining the impacts of different components of the built environment is limited. In addition, most existing studies are based on data from cities in the U.S. and Western Europe. The situation in Chinese cities remains largely unknown. Based on data from Nanjing, China, this study explicitly examines the influences of two components of the built environment--the neighborhood form and street form--on residents' active travel.

METHODS

Binary logistic regression analyses examined the effects of the neighborhood form and street form on subsistence, maintenance and discretionary travel, respectively. For each travel purpose, three models are explored: a model with only socio-demographics, a model with variables of the neighborhood form and a complete model with all variables.

RESULTS

The model fit indicator, Nagelkerke's ρ², increased by 0.024 when neighborhood form variables are included and increased by 0.070 when street form variables are taken into account. A similar situation can be found in the models of maintenance activities and discretionary activities. Regarding specific variables, very limited significant impacts of the neighborhood form variables are observed, while almost all of the characteristics of the street form show significant influences on active transport.

CONCLUSIONS

In Nanjing, street form factors have a more profound influence on active travel than neighborhood form factors. The focal point of the land use regulations and policy of local governments should shift from the neighborhood form to the street form to maximize the effects of policy interventions.

Bike Score®: Associations between urban bikeability and cycling behavior in 24 cities

Background

There is growing interest in designing cities that support not only walking, but also cycling. Bike Score® is a metric capturing environmental characteristics associated with cycling that is now available for over 160 US and Canadian cities. Our aim was to determine if Bike Score was associated with between and within-city variability in cycling behavior.

Methods

We used linear regression to model associations between Bike Score and journey to work cycling mode share (US: American Community Survey, 2013 or 2012 5-year estimates; Canada: 2011 National Household Survey) for 5664 census tracts in 24 US and Canadian cities.

Results

At the city level, the correlation between mean Bike Score and mean journey to work cycling mode share was moderate (r = 0.52). At the census tract level, the correlation was 0.35; a ten-unit increase in Bike Score was associated with a 0.5 % (95 % CI: 0.5 to 0.6) increase in the proportion of population cycling to work, a meaningful difference given the low modal shares (mean = 1.9 %) in many North American cities. Census tracts with the highest Bike Scores (>90 to 100) had mode shares 4.0 % higher (β = 4.0, 95 % CI: 2.9 to 5.0) than the lowest Bike Score areas (0–25). City specific analyses indicated between-city variability in associations, with regression estimates between Bike Score and mode share ranging from 0.2 to 3.5 %.

Conclusions

The Bike Score metric was associated bicycle mode share between and within cities, suggesting its utility for planning bicycle infrastructure.

Electronic supplementary material

The online version of this article (doi:10.1186/s12966-016-0339-0) contains supplementary material, which is available to authorized users.

Walking and Walkability: Is Wayfinding a Missing Link? Implications for Public Health Practice

BACKGROUND

Research on walking and walkability has yet to focus on wayfinding, the interactive, problem-solving process by which people use environmental information to locate themselves and navigate through various settings.

METHODS

We reviewed the literature on outdoor pedestrian-oriented wayfinding to examine its relationship to walking and walkability, 2 areas of importance to physical activity promotion.

RESULTS

Our findings document that wayfinding is cognitively demanding and can compete with other functions, including walking itself. Moreover, features of the environment can either facilitate or impede wayfinding, just as environmental features can influence walking.

CONCLUSIONS

Although there is still much to be learned about wayfinding and walking behaviors, our review helps frame the issues and lays out the importance of this area of research and practice.

Older adults' outdoor walking and the built environment: does income matter?

Background

Our aim was to examine the association between Street Smart Walk Score® and self-reported outdoor walking among older Canadians, and to determine whether socioeconomic status modifies this association.

Methods

We linked objective walkability data with cross-sectional survey data from the Canadian Community Health Survey Healthy-Aging 2008–2009 Cycle for a sample of 1309 British Columbians aged ≥ 65 years. We examined associations between Street Smart Walk Score and meeting physical activity guidelines (≥150 min of moderate to vigorous activity/week) through self-reported outdoor walking using multivariable logistic regression, and tested for significant interactions with household income.

Results

A ten point higher Street Smart Walk Score was associated with a 17 % higher odds of meeting physical activity guidelines through walking outside (95 % CI: 1.07,1.27). In addition, older adults living in neighbourhoods categorised as Walker’s Paradise were over three times more likely to meet guidelines than those living in Car-dependent/Very car dependent neighbourhoods. We found no evidence that household income moderated the effect of Walk Score on walking outside.

Conclusions

Neighbourhood design may be one avenue whereby physical activity levels of older people can be enhanced through outdoor walking, with benefit across socioeconomic strata.

Marchabilité des environnements urbains autour des résidences pour personnes âgées de la région de Montréal : application de l’audit MAPPA

Cet article porte sur la marchabilité autour des résidences pour aînés dans le Montréal métropolitain et sur la relation avec la marche qu’entretiennent les aînés habitant dans ces milieux. Des groupes de discussion ont montré que la possibilité de faire des activités ou de rencontrer des gens constitue pour les participants un facteur-clé de leur mobilité quotidienne. Toutefois, les caractéristiques de l’environnement urbain rendent parfois difficiles les déplacements à pied. La marchabilité autour de résidences et de concentrations commerciales proches a été évaluée à l’aide de l’audit environnemental MAPPA. Une typologie de marchabilité construite indique que la grande majorité des segments de rue n’offrent qu’un niveau de sécurité minimal pour les marcheurs âgés. La vie dans ce type de résidence contraint parfois les résidants à se rabattre sur des activités intérieures, et peut éventuellement mener à une certaine forme d’exclusion spatiale freinant leur participation à la vie urbaine.

Differences in associations between active transportation and built environmental exposures when expressed using different components of individual activity spaces

This study assessed relationships between built environmental exposures measured within components of individual activity spaces (i.e., travel origins, destinations and paths in-between), and use of active transportation in a metropolitan setting. Individuals (n=37,165) were categorised as using active or sedentary transportation based on travel survey data. Generalised Estimating Equations analysis was used to test relationships with active transportation. Strength and significance of relationships between exposures and active transportation varied for different components of the activity space. Associations were strongest when including travel paths in expression of the built environment. Land use mix and greenness were negatively related to active transportation.

An audit of a diverse community for safe routes to age in place: environmental policy implications

Physical and cognitive limitations often accompany aging, increasing the importance of a safe and supportive environment to help older adults maintain mobility. Neighborhood design and maintenance must be evaluated to promote physical activity, mobility, and safety. Audit tools, geographic information system data, and resident interviews are used for this purpose, but often fail to provide information that can be translated to practice. The current project is part of a larger Miami-Dade Age-Friendly Initiative to create a metropolitan area that fosters a healthy environment for diverse adults of all ages and abilities. Safe Routes uses a toolkit based on the 5-E model providing practical resources to guide stakeholders in meeting the needs of the community. Findings include the Centers for Disease Control Healthy Aging Research Network Audit Tool assessment for environmental walkability factors. Results from street segment audits along with input from residents can be used to inform sound environmental policies.

Refining The Grain: Using Resident-Based Walkability Audits To Better Understand Walkable Urban Form

Researchers use measures of street connectivity to assess neighborhood walkability and many studies show a relationship between neighborhood design and walking activity. Yet, the core of those connectivity measures are based on constructs designed for analyzing automobile mobility - the street network - not pedestrian movement. This paper examines the effect of a finer grained characterization of street connectivity and illustrates the idea using parent ratings of street and intersection walkability for children throughout a suburban school district in Oregon. Several policy and practice recommendations are presented, including a discussion that extends Michael Southworth's (1993; 2005) foundational representation of streets and the walkable city using a refined, more pedestrian-centered approach to visualizing connectivity and walkable urban form.

Variations in active transport behavior among different neighborhoods and across adult lifestages

OBJECTIVE

Built environment characteristics are closely related to transport behavior, but observed variations could be due to residents own choice of neighborhood called residential self-selection. The aim of this study was to investigate differences in neighborhood walkability and residential self-selection across life stages in relation to active transport behavior.

METHODS

The IPEN walkability index, which consists of four built environment characteristics, was used to define 16 high and low walkable neighborhoods in Aarhus, Denmark (250.000 inhabitants). Transport behavior was assessed using the IPAQ questionnaire. Life stages were categorized in three groups according to age and parental status. A factor analysis was conducted to investigate patterns of self-selection. Multivariable logistic regression analyses were carried out to evaluate the association between walkability and transport behavior i.e. walking, cycling and motorized transport adjusted for residential self-selection and life stages.

RESULTS

A total of 642 adults aged 20-65 years completed the questionnaire. The highest rated self-selection preference across all groups was a safe and secure neighborhood followed by getting around easily on foot and by bicycle. Three self-selection factors were detected, and varied across the life stages. In the multivariable models high neighborhood walkability was associated with less motorized transport (OR 0.33 95%CI 0.18-0.58), more walking (OR 1.65 95%CI 1.03-2.65) and cycling (OR 1.50 95% CI 1.01-2.23). Self-selection and life stage were also associated with transport behavior, and attenuated the association with walkability.

CONCLUSION

This study supports the hypothesis that some variation in transport behavior can be explained by life stages and self-selection, but the association between living in a more walkable neighborhood and active transport is still significant after adjusting for these factors. Life stage significantly moderated the association between neighborhood walkability and cycling for transport, and household income significantly moderated the association between neighborhood walkability and walking for transport. Getting around easily by bicycle and on foot was the highest rated self-selection factor second only to perceived neighborhood safety.

Contribution of streetscape audits to explanation of physical activity in four age groups based on the Microscale Audit of Pedestrian Streetscapes (MAPS)

Ecological models of physical activity emphasize the effects of environmental influences. "Microscale" streetscape features that may affect pedestrian experience have received less research attention than macroscale walkability (e.g., residential density). The Microscale Audit of Pedestrian Streetscapes (MAPS) measures street design, transit stops, sidewalk qualities, street crossing amenities, and features impacting aesthetics. The present study examined associations of microscale attributes with multiple physical activity (PA) measures across four age groups. Areas in the San Diego, Seattle, and the Baltimore metropolitan areas, USA, were selected that varied on macro-level walkability and neighborhood income. Participants (n = 3677) represented four age groups (children, adolescents, adults, older adults). MAPS audits were conducted along a 0.25 mile route along the street network from participant residences toward the nearest non-residential destination. MAPS data were collected in 2009-2010. Subscale and overall summary scores were created. Walking/biking for transportation and leisure/neighborhood PA were measured with age-appropriate surveys. Objective PA was measured with accelerometers. Mixed linear regression analyses were adjusted for macro-level walkability. Across all age groups 51.2%, 22.1%, and 15.7% of all MAPS scores were significantly associated with walking/biking for transport, leisure/neighborhood PA, and objectively-measured PA, respectively. Supporting the ecological model principle of behavioral specificity, destinations and land use, streetscape, street segment, and intersection variables were more related to transport walking/biking, while aesthetic variables were related to leisure/neighborhood PA. The overall score was related to objective PA in children and older adults. Present findings provide strong evidence that microscale environment attributes are related to PA across the lifespan. Improving microscale features may be a feasible approach to creating activity-friendly environments.

Assessing the environmental characteristics of cycling routes to school: a study on the reliability and validity of a Google Street View-based audit

Background

Google Street View provides a valuable and efficient alternative to observe the physical environment compared to on-site fieldwork. However, studies on the use, reliability and validity of Google Street View in a cycling-to-school context are lacking. We aimed to study the intra-, inter-rater reliability and criterion validity of EGA-Cycling (Environmental Google Street View Based Audit - Cycling to school), a newly developed audit using Google Street View to assess the physical environment along cycling routes to school.

Methods

Parents (n = 52) of 11-to-12-year old Flemish children, who mostly cycled to school, completed a questionnaire and identified their child’s cycling route to school on a street map. Fifty cycling routes of 11-to-12-year olds were identified and physical environmental characteristics along the identified routes were rated with EGA-Cycling (5 subscales; 37 items), based on Google Street View. To assess reliability, two researchers performed the audit. Criterion validity of the audit was examined by comparing the ratings based on Google Street View with ratings through on-site assessments.

Results

Intra-rater reliability was high (kappa range 0.47-1.00). Large variations in the inter-rater reliability (kappa range -0.03-1.00) and criterion validity scores (kappa range -0.06-1.00) were reported, with acceptable inter-rater reliability values for 43% of all items and acceptable criterion validity for 54% of all items.

Conclusions

EGA-Cycling can be used to assess physical environmental characteristics along cycling routes to school. However, to assess the micro-environment specifically related to cycling, on-site assessments have to be added.

Built environment change: a framework to support health-enhancing behaviour through environmental policy and health research

As research examining the effect of the built environment on health accelerates, it is critical for health and planning researchers to conduct studies and make recommendations in the context of a robust theoretical framework. We propose a framework for built environment change (BEC) related to improving health. BEC consists of elements of the built environment, how people are exposed to and interact with them perceptually and functionally, and how this exposure may affect health-related behaviours. Integrated into this framework are the legal and regulatory mechanisms and instruments that are commonly used to effect change in the built environment. This framework would be applicable to medical research as well as to issues of policy and community planning.

The "path" not taken: exploring structural differences in mapped- versus shortest-network-path school travel routes

OBJECTIVES

School route measurement often involves estimating the shortest network path. We challenged the relatively uncritical adoption of this method in school travel research and tested the route discordance hypothesis that several types of difference exist between shortest network paths and reported school routes.

METHODS

We constructed the mapped and shortest path through network routes for a sample of 759 children aged 9 to 13 years in grades 5 and 6 (boys = 45%, girls = 54%, unreported gender = 1%), in Toronto, Ontario, Canada. We used Wilcoxon signed-rank tests to compare reported with shortest-path route measures including distance, route directness, intersection crossings, and route overlap. Measurement difference was explored by mode and location.

RESULTS

We found statistical evidence of route discordance for walkers and children who were driven and detected it more often for inner suburban cases. Evidence of route discordance varied by mode and school location.

CONCLUSIONS

We found statistically significant differences for route structure and built environment variables measured along reported and geographic information systems-based shortest-path school routes. Uncertainty produced by the shortest-path approach challenges its conceptual and empirical validity in school travel research.

Aging and the use of pedestrian facilities in winter-the need for improved design and better technology

Walking outdoors is often difficult or impossible for many seniors and people with disabilities during winter. We present a novel approach for conducting winter accessibility evaluations of commonly used pedestrian facilities, including sidewalks, street crossings, curb ramps (curb cuts and dropped curbs), outdoor stairs and ramps, building and transit entrances, bus stops, and driveways. A total of 183 individuals, aged 18-85 completed our survey. The results show that cold weather itself had little impact on the frequency of outdoor excursions among middle-aged and older adults while the presence of snow and/or ice on the ground noticeably kept people, especially older adults at home. The survey found that the key elements decreasing winter accessibility were icy sidewalks and puddles at street crossings and curb ramps. While communities have recognized the need to improve snow and ice removal, little attention has been paid to curb ramp design which is especially ineffective in winter when the bottom of the ramps pool with rain, snow, and ice, making it hazardous and inaccessible to nearly all users. We conclude that investigations of alternative designs of curb ramp are needed.

Neighborhood environment and urban schoolchildren's risk for being overweight

PURPOSE

Child and adolescent obesity is increasingly prevalent and predisposes risk for poor physical and psychosocial health. Physical and social factors in the environment, such as neighborhood disorder, may be associated with childhood obesity. This study examines the association between living in a disordered neighborhood and being overweight among a sample of urban schoolchildren.

DESIGN

Baseline interview data, including height, weight, and hip circumference, were obtained from 313 elementary school-aged participants in a community-based epidemiologic study.

SETTING

The setting was Baltimore, Maryland, a large metropolitan city.

SUBJECTS

Subjects were elementary school students ages 8 to 12 years.

MEASURES

To assess neighborhood characteristics, independent evaluators conducted objective environmental assessments using the Neighborhood Inventory for Environmental Typology instrument on the block faces (defined as one side of a city block between two intersections) where the children resided.

ANALYSIS

Logistic regression models with generalized estimating equations were used to examine the association between neighborhood disorder and children being overweight.

RESULTS

Neighborhood disorder showed a trend toward a statistically significant association with being overweight during childhood (odds ratio [OR], 1.03; confidence interval [CI], .99-1.07; p = .07) in the unadjusted model. Gender was significantly associated with being overweight, with female gender increasing the odds of being overweight by 50% in the sample (OR, 1.50; CI, 1.18-1.92; p < .01). After controlling for race, age, and comparative time spent on a sport, multivariable analyses revealed that gender (adjusted odds ratio [AOR], 2.42; CI, 1.63-3.59; p < .01) and neighborhood disorder (AOR, 1.09; CI, 1.03-1.15; p < .01) were associated with being overweight. Further, an examination of interactions revealed girls (AOR, 2.40; CI, 1.65-3.49; p < .01) were more likely to be overweight compared with boys (AOR, 2.20; CI, 1.57-3.11; p < .01) living in neighborhoods with the same level of neighborhood disorder.

CONCLUSION

Results suggest neighborhood hazards warrant additional consideration for their potential as obesogenic elements affecting gender-based disparities in weight among urban schoolchildren. Future studies in this area should include longitudinal examinations.

Development, scoring, and reliability of the Microscale Audit of Pedestrian Streetscapes (MAPS)

BACKGROUND

Streetscape (microscale) features of the built environment can influence people's perceptions of their neighborhoods' suitability for physical activity. Many microscale audit tools have been developed, but few have published systematic scoring methods. We present the development, scoring, and reliability of the Microscale Audit of Pedestrian Streetscapes (MAPS) tool and its theoretically-based subscales.

METHODS

MAPS was based on prior instruments and was developed to assess details of streetscapes considered relevant for physical activity. MAPS sections (route, segments, crossings, and cul-de-sacs) were scored by two independent raters for reliability analyses. There were 290 route pairs, 516 segment pairs, 319 crossing pairs, and 53 cul-de-sac pairs in the reliability sample. Individual inter-rater item reliability analyses were computed using Kappa, intra-class correlation coefficient (ICC), and percent agreement. A conceptual framework for subscale creation was developed using theory, expert consensus, and policy relevance. Items were grouped into subscales, and subscales were analyzed for inter-rater reliability at tiered levels of aggregation.

RESULTS

There were 160 items included in the subscales (out of 201 items total). Of those included in the subscales, 80 items (50.0%) had good/excellent reliability, 41 items (25.6%) had moderate reliability, and 18 items (11.3%) had low reliability, with limited variability in the remaining 21 items (13.1%). Seventeen of the 20 route section subscales, valence (positive/negative) scores, and overall scores (85.0%) demonstrated good/excellent reliability and 3 demonstrated moderate reliability. Of the 16 segment subscales, valence scores, and overall scores, 12 (75.0%) demonstrated good/excellent reliability, three demonstrated moderate reliability, and one demonstrated poor reliability. Of the 8 crossing subscales, valence scores, and overall scores, 6 (75.0%) demonstrated good/excellent reliability, and 2 demonstrated moderate reliability. The cul-de-sac subscale demonstrated good/excellent reliability.

CONCLUSIONS

MAPS items and subscales predominantly demonstrated moderate to excellent reliability. The subscales and scoring system represent a theoretically based framework for using these complex microscale data and may be applicable to other similar instruments.