Monitoring State-Level Changes in Walking, Biking, and Taking Public Transit to Work — American Community Survey, 2006 and 2017

Whitfield, Geoffrey P.; McKenzie, Brian; Graff, Kaitlin; Carlson, Susan A.

doi:10.5888/pcd17.200097

Cited by 8 publications

(5 citation statements)

References 5 publications

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“…Commuting (Journey to Work) was introduced on the Decennial Census in 1960 and was transferred to the ACS when it replaced the Decennial Census long-form in 2005. The ACS 21 is a nationally representative annual household survey that collects data about the demographic, social, economic, and housing characteristics of the US population. ACS data are collected on an ongoing basis, and new data are released every year.…”

Section: Resultsmentioning

confidence: 99%

“…In 2017, there were data from 3.2 million people (93.7% response rate). ACS data spanning 2006 through 2017 suggest the prevalence of active commuting varies widely by geography across the United States 21 …”

Section: Resultsmentioning

confidence: 99%

“…ACS data spanning 2006 through 2017 suggest the prevalence of active commuting varies widely by geography across the United States. 21…”

Section: American Community Surveymentioning

confidence: 99%

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Physical Activity Surveillance in the United States for Work and Commuting

Whitsel

Huneycutt

Anderson

et al. 2021

Journal of Occupational &Amp; Environmental Medicine

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Objective: To summarize and describe the current US surveillance systems that assess physical activity (PA) for work and commuting. Methods: An expert group conducted an environmental scan, generating a list (n = 18) which was ultimately reduced to 12, based on the inclusion of PA and/or sedentary behavior data. Results: The 12 surveys or surveillance systems summarized provide nationally representative data on occupational-level PA or individual-level PA at work, data on active commuting, some are scorecards that summarize workplace health best practices and allow benchmarking, and one is a comprehensive nationally representative survey of employers assessing programs and practices in different worksites. Conclusions: The various surveillance systems and surveys/scorecards are disparate and need to be better analyzed and summarized to understand the impact of occupational-level PA and commuting on population health and well-being, life expectancy, and workforce productivity.

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Section: Resultsmentioning

confidence: 99%

Section: Resultsmentioning

confidence: 99%

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Physical Activity Surveillance in the United States for Work and Commuting

Whitsel

Huneycutt

Anderson

et al. 2021

Journal of Occupational &Amp; Environmental Medicine

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“…The higher prevalence of high-stress paint-only bike lanes in cities throughout the U.S. South and West has parallels with geographical patterns of the safety and prevalence of active transportation in the U.S. along with car-dependent land use. Of the 20 states with the highest prevalence of high-stress paint-only bike lanes (among those with 10 lane-miles or more), 12 ranked in the top 20 of pedestrian fatality rates per population between 2016 and 2020, 7 and 12 were also among the bottom 20 in prevalence of active commuting (walking or biking) in 2017, 43 50% more than would be expected at random. High-stress bike lanes are not necessarily a cause of these active-transportation outcomes, but they perhaps share a common cause of a car-dependent transportation environment characterized by "low-density sprawling land uses and high-speed, multi-lane arterial highways" 7 that has been especially dominant in but not unique to the Sun Belt (the South and the southern portion of the West) since the 1960s.…”

Section: Geographical Variationmentioning

confidence: 99%

The Prevalence of High-Stress Paint-Only Bike Lanes in 442 U.S. Cities

Garber,

Passmore,

Crist

et al. 2024

Preprint

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Background The most common on-road bicycling facility in the U.S. is the paint-only bike lane, yet these lanes may not necessarily provide an inviting bicycling environment for all ages and abilities of potential bicyclists. Many such lanes in the U.S. are on roads with a level of traffic stress exceeding what most potential bicyclists would tolerate, but the prevalence of high traffic stress on paint-only bike lanes in the U.S. has not been described. Objective We measure the prevalence of high traffic stress on paint-only bike lanes in U.S. cities and assess variation in this measure by socioeconomic and geographical characteristics. Methods We gathered data on the level of bicycling stress created by PeopleForBikes from 442 U.S. cities. Using OpenStreetMap data, PeopleForBikes classifies how stressful a roadway would be for most adults to ride on following established criteria. We defined the high-stress prevalence on paint-only bike lanes as the proportion of the total lane-length of paint-only bike lanes classified as high stress. We performed robustness checks to address potential limitations of OpenStreetMap. Results After adjusting for potential overestimation due to missing data, 61% of the length of paint-only bike lanes were high stress. This prevalence was highest in the South (65%) and West (64%) and lowest in the Northeast (25%). Conclusions On most paint-only bike lanes in the U.S., most adults would not feel comfortable bicycling. Reducing this stress prevalence could not only improve the appeal and safety of bicycling but could also improve the safety and climate-resilience of the broader transportation system.

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“…Bicycling as a means of transportation brings additional environmental benefits because of decreased greenhouse gas emissions and air and noise pollution ( 2 ). However, according to a study conducted during 2012–2019, less than 1% of people in the US achieve an average of 30 minutes per day of bicycling for any reason ( 3 ), and similarly, less than 1% of US workers bike to work ( 4 ).…”

Section: Introductionmentioning

confidence: 99%

Integrating Equity Into Bicycle Infrastructure, Planning, and Programming: A Mixed Methods Exploration of Implementation Among Participants in the Bicycle Friendly Community Program

Lemon,

Neptune,

Goulding

et al. 2023

Prev. Chronic Dis.

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Introduction Integrating equity considerations into bicycle infrastructure, planning, and programming is essential to increase bicycling and reduce physical inactivity–related health disparities. However, little is known about communities’ experiences with activities that promote equity considerations in bicycle infrastructure, planning, and programming or about barriers and facilitators to such considerations. The objective of this project was to gain in-depth understanding of the experiences, barriers, and facilitators that communities encounter with integrating equity considerations into bicycle infrastructure, planning, and programming. Methods We administered a web-based survey in 2022 to assess communities’ experiences with 31 equity-focused activities in 3 areas: 1) community engagement, education, events, and programming (community engagement); 2) data collection, evaluation, and goal setting (data); and 3) infrastructure, facilities, and physical amenities (infrastructure). Respondents were people who represented communities in the US that participated in the League of American Bicyclists’ Bicycle Friendly Community (BFC) Program. We then conducted 6 focus groups with a subset of survey respondents to explore barriers and facilitators to implementing equity-focused activities. Results Survey respondents (N = 194) had experience with a mean (SD) of 5.9 (5.7) equity-focused activities. Focus group participants (N = 30) identified themes related to community engagement (outreach to and engagement of underrepresented communities, cultural perceptions of bicycling, and funding and support for community rides and programs); data (locally relevant data); and infrastructure (political will, community design, and infrastructure). They described barriers and facilitators for each. Conclusion Communities are challenged with integrating equity into bicycle infrastructure, planning, and programming. Multicomponent strategies with support from entities such as the BFC program will be required to make progress.

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Monitoring State-Level Changes in Walking, Biking, and Taking Public Transit to Work — American Community Survey, 2006 and 2017

Cited by 8 publications

References 5 publications

Physical Activity Surveillance in the United States for Work and Commuting

Physical Activity Surveillance in the United States for Work and Commuting

The Prevalence of High-Stress Paint-Only Bike Lanes in 442 U.S. Cities

Integrating Equity Into Bicycle Infrastructure, Planning, and Programming: A Mixed Methods Exploration of Implementation Among Participants in the Bicycle Friendly Community Program

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