Perceived Environmental and Personal Factors Associated with Walking and Cycling for Transportation in Taiwanese Adults

Liao, Yung; Wang, I-Ting; Hsu, Hsiu-Hua; Chang, Shao-Hsi

doi:10.3390/ijerph120202105

Cited by 33 publications

(35 citation statements)

References 45 publications

(71 reference statements)

Supporting

Mentioning

Contrasting

Order By: Relevance

“…They used inactive transportation, such as private car, motorcycle, and taxi to make up for the negative impact caused by the long distances to and from the place of residence. Factors other than urbanization and home-work separation have been shown to contribute to the choice of transportation modes including air pollution, personal safety, facilities to assist active transportation, net residential density, intersection density, and so on [33][34][35][36][37][38].…”

Section: Discussionmentioning

confidence: 99%

Trends in Transportation Modes and Time among Chinese Population from 2002 to 2012

Gong

Yuan

Feng

et al. 2020

IJERPH

View full text Add to dashboard Cite

Giving the rising trends in obesity and chronic diseases in China, strategies to increase physical activity are important. Transport-related activity is a substantial source of physical activity and can be easily incorporated into the daily lives. It is a key social factor of health, which can help improve people’s mental and physical health and decrease environmental pollution. However, little is known about recent trends in transportation modes and time in China. Between 2002 and 2010–2012, information about transportation behaviors of Chinese population aged 15 years or older were collected within two Chinese Nutrition and Health Surveys. A stratified multistage cluster sampling method was conducted to select participants. Sociodemographic information, transportation modes, and time were collected during face-to-face interviews. The study included 82,377 (mean age 41.2 years) and 143,075 (mean age 48.7 years) participants in the 2002 and 2010–2012 surveys respectively. The weighted prevalence of active transportation (including walking and cycling) decreased from 83.8% in 2002 to 54.3% in 2010–2012 (p < 0.001). During the same period, the number of participants using public transportation (including taking the bus, subway, or shuttle bus) has doubled (7.5% and 15.7%, respectively, for 2002 and 2010–2012, (p < 0.001)), and the proportion of inactive transportation (including driving or taking a car, motorcycle, taxi, or electric bicycle) more than tripled. Concurrently, the transportation time almost doubled with an increase of 25.9 min over the 10 years (p < 0.001). The prevalence of active transportation increased with age. Participants with higher family income and education reported a lower prevalence of active transportation. Females were more likely to use active transportation (OR (95% CI): 4.41 (4.14–4.70) and 2.50 (2.44–2.57), respectively, for 2002 and 2010–2012, where males were the reference). Before the prevalence of active transportation and physical activity gets lower, there is a need for the public health sector and the transport and land use sector to work together to develop related policies and initiatives with the aim of promoting active transportation and public transportation to increase the levels of physical activity and to decrease the risks of chronic diseases.

show abstract

Section: Discussionmentioning

confidence: 99%

Trends in Transportation Modes and Time among Chinese Population from 2002 to 2012

Gong

Yuan

Feng

et al. 2020

IJERPH

View full text Add to dashboard Cite

show abstract

“…The IPAQ-E was developed as part of the International Physical Activity Prevalence Study to investigate the relationship between perceptions of the environment and walking or cycling in several countries [ 24 – 26 ]. The Taiwanese version of the IPAQ-E was used in a previous study on the association between perceptions of the environment and active transportation [ 22 ]. The IPAQ-E questionnaire comprises three categories of items, with seven core items, four recommended items, and six optional items [ 27 ].…”

Section: Methodsmentioning

confidence: 99%

“…Each question was answered on a 4-point Likert scale ranging from “strongly disagree” to “strongly agree.” An additional option, unknown/uncertain , was also provided; responses with this option were treated as missing data in the analysis. Following previous studies [ 22 , 25 ], the seven perceived environmental factors were transformed into binary items. Residential density was dichotomized as “detached single-family housing” and “other” (e.g., townhouses, row houses, apartments, and condominiums); the other eight items were dichotomized as “agree” (“strongly agree” and “somewhat agree”) and “disagree” (“somewhat disagree” and “strongly disagree”).…”

Section: Methodsmentioning

confidence: 99%

“…Research from motorcycle-oriented countries can strengthen evidence for the associations of perceived neighborhood environmental factors with motorcycle use. These perceptions have been found to be related to higher levels of walking and cycling [ 20 – 22 ], and conversely, tended to engage lower levels of motorcycle use. In this study, therefore, we examined perceived neighborhood environmental factors associated with motorcycle use among Taiwan’s urban adults.…”

Section: Introductionmentioning

confidence: 99%

See 1 more Smart Citation

Perceptions of activity-supportive environment and motorcycle use among urban Taiwanese adults

Lin

Liao

2017

BMC Public Health

Self Cite

View full text Add to dashboard Cite

BackgroundAlthough research has shown that numerous perceived environmental factors are supportive of physical activity, little is known about their associations with sedentary transport in motorcycle-oriented countries. This study examined the association between perceptions of Taiwan’s environmental factors and urban adults’ motorcycle use.MethodsCross-sectional data from 1003 Taiwanese adults aged 20–64 years from three urban cities were collected through telephonic surveys in 2015. Data on motorcycle use, sociodemographic variables, and perceived environmental attributes were obtained. Logistic regression analyses were performed.ResultsIn Model 1, adults who perceived favorable access to public transport and destinations, presence of sidewalks, and safety from crimes at night were less likely to use motorcycles. In Model 2, in which potential covariates were additionally adjusted for, the same four environmental attributes (perceived favorable access to public transport and destinations, presence of sidewalks, and safety from crimes at night; odds ratio [OR] = 0.46, 0.65, 0.63, 0.64, respectively) were significantly associated with motorcycle use.ConclusionThe investigated perceived environmental factors, which have previously been associated with facilitating active transportation, discourage sedentary modes of transport, such as motorized vehicles.

show abstract

“…In 1993, individuals aged > 65 years constituted about 7% of the population, but expected to comprise more than 20% of the population by 2026 9) . According to a recent research, only 13.7% of Taiwanese adults performed 150 min/week of walking for transportation purposes 10) . Furthermore, the prevalence of overweight [body mass index (BMI) ≥24 kg/m 2 ] in Taiwanese adults was estimated at 40.1% in 2013 11) .…”

Section: Introductionmentioning

confidence: 99%

Relationship Between Locomotive Syndrome and Body Composition in Community-Dwelling Taiwanese Elderly People

Chang

Yoshihara

Chen

et al. 2018

Juntendo Medical Journal

View full text Add to dashboard Cite

The aim of this study was to examine the relationship between locomotive syndrome (LS) and the physical characteristics of Taiwanese elderly people. Materials and Methods: Seventy-six untrained Taiwanese elderly individuals (31 male; mean age, 70.0 ± 7.1 years) were included in this study. Three functional tests, namely the Stand-Up test, Two-Step, and 25-question Geriatric Locomotive Function Scale, were used to assess the risk of LS. A total of 70 subjects were included in the LS group, while the other six subjects were included in the control (non-LS) group. Body composition (weight, body fat, muscle mass) was determined via bioelectrical impedance analysis using a domestic body composition analyzer. Body mass index and skeletal muscle mass index (SMI) were calculated. The binomial logistic regression analysis was performed with the presence/absence of LS as the dependent variable. Results: The prevalence of LS was 92.1% (26 male and 44 female) in this study. Body weight, muscle mass, and SMI were significantly lower in the LS group compared with the non-LS group. The body fat percentage in the LS group was significantly higher than that in the non-LS group. Logistic regression analysis showed that muscle mass was significantly related to LS (odds ratio = 0.824, p < 0.05). Conclusion: Community-dwelling Taiwanese elderly people who fulfill the diagnostic criteria for LS have lower muscle mass and higher body fat percentage. In particular, the decrease in muscle mass may be an effective indicator of increased risk of LS.

show abstract

Perceived Environmental and Personal Factors Associated with Walking and Cycling for Transportation in Taiwanese Adults

Cited by 33 publications

References 45 publications

Trends in Transportation Modes and Time among Chinese Population from 2002 to 2012

Trends in Transportation Modes and Time among Chinese Population from 2002 to 2012

Perceptions of activity-supportive environment and motorcycle use among urban Taiwanese adults

Relationship Between Locomotive Syndrome and Body Composition in Community-Dwelling Taiwanese Elderly People

Contact Info

Product

Resources

About