Variations in active transport behavior among different neighborhoods and across adult life stages

Abstract

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.

Active commuting of the inhabitants of Liberec city in low and high walkability areas

“…The proportion of active and passive commuting by education towards the outskirts). This is consistent with the findings and results gathered in other studies (Christiansen, Madsen, Schipperijn, Ersbøll, & Troelsen, 2014;De Meester et al, 2012;Frank et al, 2010;Freeman et al, 2013). Adams et al (2014) concluded that areas with high walkability are characterized by an accumulation of a large number of inhabitants and higher commuting accessibility (e.g., Hong Kong or Bogota in Colombia).…”

International comparisons of the associations between objective measures of the built environment and transport-related walking and cycling: IPEN adult study

“…This creates uncertainty for whether the observed associations are causal or generated by other confounding factors, such as self-selection (Christiansen et al, 2014; Eid et al, 2008). Natural experiments to enhance evidence of causality are difficult to implement within this field (Ding and Gebel, 2012; McCormack and Shiell, 2011).…”

Viajes Cortos, Actividad Física Y Emisiones Vehiculares en La Ciudad De Buenos Aires

“…La selección de sujetos fue aleatoria, se seleccionaron sujetos de las tres zonas de la comuna y se estuvo cerca de cumplir la cuota por sexos de la población de habitantes mayores de 18 años de la comuna. La tasa de respuesta (37%) se encontró entre los valores que se suelen encontrar en este tipo de estudios (19 a 45%) (35). Las distancias consideradas cortas encontradas aquí fueron similares a las reportadas en la literatura.…”

“…A su vez, esto es importante desde el momento en que se ha visto que la decisión de transportarse activamente no depende solamente de las características individuales de las personas sino también de las características del entorno (35).…”