Access to Recreational Physical Activities by Car and Bus: An Assessment of Socio-Spatial Inequalities in Mainland Scotland

Ferguson, Neil; Lamb, Karen E.; Wang, Yang; Ogilvie, David; Ellaway, Anne

doi:10.1371/journal.pone.0055638

Cited by 19 publications

(19 citation statements)

References 26 publications

(26 reference statements)

Supporting

Mentioning

Contrasting

Order By: Relevance

“…Ogilvie et al (2011) varied the walking and cycling travel time thresholds used to investigate this relationship and found generally poorer levels of access in more affluent areas although the significance of this relationship varied spatially across Scotland between, for example, urban areas and small towns. Ferguson et al (2013) extended this research by investigating whether the trends held when motorised modes of transport were included in the analysis. Their findings suggest that for travel by car, access was highest for the most affluent quintile when compared to the most deprived quintile, particularly in rural areas.…”

Section: Access To Sport Facilities and Deprivation: Review Of The LImentioning

confidence: 99%

“…Secondly, to compare our findings with those of Ferguson et al (2013) in Scotland, E2SFCA models were run separately for subdivisions of ownership where facilities were categorised as publicly or privately run. Finally, to compare our findings with those of Macintyre et al previous research, two thresholds were chosen in our study, namely 1000m (to represent those walking to facilities) and 5km (for modelled driving distances) which are considered to be a fair representation of the likely distances people are prepared to travel ; these distances can easily be varied if better empirical evidence became available on the modal split and actual time taken by individuals to access sport facilities in Wales.…”

Section: Database Of Sport Facilitiesmentioning

confidence: 99%

See 1 more Smart Citation

Accessibility to sport facilities in Wales: A GIS-based analysis of socio-economic variations in provision

2015

View full text Add to dashboard Cite

Previous studies concerned with investigating the relationship between levels of physical activity and aspects of the built environment have often led to inconsistent and mixed findings concerning associations between the availability of recreational or sport facilities and area socio-economic status. Further complications may arise when analysis is conducted separately for access to either publicly available or private facilities or where alternative methodological approaches to measuring accessibility are adopted. This paper provides a review of such research before exploring the potential use of methods for examining variations in accessibility based on enhanced floating catchment area (FCA) models which are increasingly being advocated in medical geography applications. Using bespoke tools developed within a commercial GIS package, which are being made publicly available by the authors, and a national database of sport facilities, variations in accessibility are investigated in relation to a widely used measure of deprivation in the UK. Findings from this analysis suggest that whilst those living in deprived areas of Wales have greater potential access to publicly available sporting opportunities, associations with privately owned facilities are reversed for some distance thresholds and at different spatial scales. The paper concludes by drawing attention to the implications of such findings given current financial pressures on local government and other sport and leisure providers and highlights how spatial analytical techniques can be used to monitor such trends.

show abstract

Section: Access To Sport Facilities and Deprivation: Review Of The LImentioning

confidence: 99%

Section: Database Of Sport Facilitiesmentioning

confidence: 99%

Accessibility to sport facilities in Wales: A GIS-based analysis of socio-economic variations in provision

2015

View full text Add to dashboard Cite

show abstract

“…39 One particularly contentious type of intervention is the construction of new major roads. On the one hand, infrastructure projects of this kind may improve mobility, including improving (road) access to more distant recreational amenities, which may facilitate their use for physical activity 40 and may contribute to the economic revival of local communities. On the other hand, they have the potential to degrade the local environment, contributing to a process of 'deprivation amplification' 41 in vulnerable communities and widening existing inequalities.…”

Section: Urban Mobility Transport Infrastructure and Public Healthmentioning

confidence: 99%

“…Indeed, previous research in Scotland has shown how having access to a car can provide an individual with some 'protection' against the disadvantage of living in an area poorly served with local amenities. 40 However, in a conurbation with a comparatively low prevalence of car ownership, it is obvious that such benefits are likely to be inequitably distributed.…”

Section: Changes In Travel and Activity Patternsmentioning

confidence: 99%

Health impacts of the M74 urban motorway extension: a mixed-method natural experimental study

et al. 2017

Self Cite

View full text Add to dashboard Cite

Background Making travel easier can improve people’s access to opportunities, but motor transport also incurs substantial undesirable health and social impacts. Aims To assess how a new urban motorway affected travel and activity patterns, road accidents and well-being in local communities, and how these impacts were experienced and brought about. Design The Traffic and Health in Glasgow study, a mixed-method controlled before-and-after study. Setting Glasgow, UK. Participants Repeat cross-sectional survey samples of 1345 and 1343 adults, recruited in 2005 and 2013, respectively. Of these, 365 formed a longitudinal cohort, 196 took part in a quantitative substudy using accelerometers and global positioning system receivers and 30, living within 400 m of the new motorway, took part in a qualitative substudy along with 12 other informants. Complementary analyses used police STATS19 road traffic accident data (1997–2014) and Scottish Household Survey travel diaries (2009–13). Intervention A new 5-mile, six-lane section of the M74 motorway, opened in 2011 and running through predominantly deprived neighbourhoods in south-east Glasgow, with associated changes to the urban landscape. Main outcome measures Differences in self-reported travel behaviour (1-day travel record), physical activity (short International Physical Activity Questionnaire) and well-being [Short Form 8 Health Survey (SF-8) and a short version of the Warwick–Edinburgh Mental Well-being Scale], and in the incidence of road traffic accidents. Methods A combination of multivariable cohort, cross-sectional, repeat cross-sectional and interrupted time series regression analyses comparing residents of the ‘M74 corridor’ intervention area and two matched control areas, complemented by novel qualitative spatial methods. Graded measures of the proximity of the motorway to each participant’s home served as a further basis for controlled comparisons. Results Both benefits and harms were identified. Cohort participants living closer to the new motorway experienced significantly reduced mental well-being (mental component summary of the SF-8 scale) over time compared with those living further away [linear regression coefficient –3.6, 95% confidence interval (CI) –6.6 to –0.7]. In the area surrounding an existing motorway, this association was concentrated among those with chronic conditions. In repeat cross-sectional analyses, participants living closer to a new motorway junction were more likely to report using a car at follow-up than those living further away (odds ratio 3.4, 95% CI 1.1 to 10.7). We found weaker quantitative evidence of a decline in physical activity participation and no quantitative evidence of an overall change in either active travel or accidents associated with motorway exposure. Qualitative evidence suggested that, although the new motorway improved connectivity for those with dispersed social networks and access to motor vehicles, the impacts were more complex for others, some of whom found the motorway to be a cause of severance. Changes in community composition and cohesion, and perceptions of personal safety, were widely perceived as more important to local people. Limitations A key limitation of natural experimental studies is that the risk of residual confounding cannot be eliminated. Conclusions Overall, these findings highlight the potential for urban infrastructural projects of this kind to add further burdens to already disadvantaged communities, exacerbating inequalities and contributing to poorer health outcomes. The health and social impacts of such initiatives should be more fully taken into account in planning and research. Funding The National Institute for Health Research Public Health Research programme.

show abstract

“…O'Sullivan et al 2000, Witten et al 2003, Martin et al 2008, Benenson et al 2011, Mavoa et al 2012, Ferguson et al 2013, Owen and Levinson 2015.…”

Section: Introductionmentioning

confidence: 99%

The benefits of a high-resolution analysis of transit accessibility

Benenson

Ben-Elia

Rofè

et al. 2016

International Journal of Geographical Information Science

View full text Add to dashboard Cite

Accessibility is an important consideration in sustainable mobility policies, particularly for transit users. Measures suggested in the literature are based on coarse aggregate spatial resolution of traffic analysis zones that is sufficient for managing car travels only. To reflect a human door-to-door travel, transit accessibility demands an explicit view of the location of origin, transit stops and destination, as well as of the temporal fit between transit lines timetable and traveler's needs. We thus estimate transit accessibility based on mode-specific travel times and corresponding paths, including walking and waiting, at the resolution of individual buildings and stops. Car accessibility is estimated at a high resolution too. A novel representation of transit network as a graph is proposed. This representation includes all modal components of a transit travel -walking, waiting at a stop, transit ride, transfers between lines, thus enabling unified view of a travel, regardless of mode. The use of modern highperformance graph database allows construction of high-resolution accessibility maps for an entire metropolitan area with its 100-200 K buildings. The application is tested and applied in a case study involving the evaluation of the 2011 bus line reform in the city of Tel Aviv. Specifically, we demonstrate that while the reform increased the average accessibility for the entire city the increase was not uniform with different areas of the city experiencing different absolute accessibility by transit and relative accessibility in comparison to car travel. The bus reform did in fact benefit travelers that experienced low relative accessibility, but the benefits are mainly accruing to longer trips. Our approach and computational methods can be employed for directly investigating the impacts of transportation infrastructure investments. ARTICLE HISTORY

show abstract

Access to Recreational Physical Activities by Car and Bus: An Assessment of Socio-Spatial Inequalities in Mainland Scotland

Cited by 19 publications

References 26 publications

Accessibility to sport facilities in Wales: A GIS-based analysis of socio-economic variations in provision

Accessibility to sport facilities in Wales: A GIS-based analysis of socio-economic variations in provision

Health impacts of the M74 urban motorway extension: a mixed-method natural experimental study

The benefits of a high-resolution analysis of transit accessibility

Contact Info

Product

Resources

About