Walking frequency, cars, dogs, and the built environment

Sehatzadeh, Bahareh; Noland, Robert B.; Weiner, Marc D.

doi:10.1016/j.tra.2011.06.001

Cited by 34 publications

(37 citation statements)

References 43 publications

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“…In this study, the mean land use diversity of Zhongshan is as high as 0.69. On the contrary, in Western studies in which land use diversity was significantly related to travel behavior, the mean land-use diversity ranged only from 0.29 to 0.48 [16,46,47], much lower than that of Zhongshan. Therefore, we assumed that in areas already with very mixed land use development, e.g., Zhongshan Metropolitan Area, the effect of land-use diversity on motorized trips may be very limited.…”

Section: Discussion and Policy Implicationsmentioning

confidence: 90%

Does the Built Environment Make a Difference? An Investigation of Household Vehicle Use in Zhongshan Metropolitan Area, China

Zhang

et al. 2014

Sustainability

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Abstract:To address worsening urban traffic and environmental issues, planners and policy makers in China have begun to recognize the importance of shaping vehicle use through the built environment. However, very few studies can be found that examine the relationship between the built environment and vehicle use in the Chinese context. With data collected in Zhongshan Metropolitan Area, this study examined how two built environment representations-simple measures and neighborhood types-were related to household car trips and motorcycle trips in China. The results of the negative binomial regression models showed that the household socio-demographic measures displayed significant association, and the built environment representations enhanced the explanatory powers. All else being equal, households in Zhongshan would generate less car and motorcycle trips if located in neighborhoods with denser land use development, better transit service and less connective street networks. In order to shape vehicle use, the findings provided informative insights for planners and policy makers to form a relatively high density of land use developments, slow down the construction of street networks, provide more jobs adjacent to residential areas and facilitate easy access to public transportation services.

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Section: Discussion and Policy Implicationsmentioning

confidence: 90%

Does the Built Environment Make a Difference? An Investigation of Household Vehicle Use in Zhongshan Metropolitan Area, China

Zhang

et al. 2014

Sustainability

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“…20 Car ownership also predicts mode choice, with fewer cars owned in walkable neighborhoods and individuals owning cars more likely to chose to drive. [21][22][23] While there are several studies that examine the relationship between built environment and transportation physical activity, and we know there are physical environment differences between socioeconomic classes, there are few studies that have aimed to find a relationship between transportation-related physical activity and neighborhood socioeconomic condition using a composite deprivation index rather than examining the relationship based on individual characteristics (eg, income, education, car ownership). The aim of this study is to assess the relationship of neighborhood walkability and an area-level socioeconomic deprivation index with the percent of adults walking to work at the census block group level in the St. Louis region.…”

Section: While the Centers For Disease Control And Prevention (Cdc)mentioning

confidence: 99%

Walking to Work: The Roles of Neighborhood Walkability and Socioeconomic Deprivation

Kelly¹,

Lian²,

Struthers³

et al. 2015

Journal of Physical Activity and Health

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Background:There are few studies that aimed to find a relationship between transportation-related physical activity and neighborhood socioeconomic condition using a composite deprivation index. The purpose of this study is to assess the relationship of neighborhood walkability and socioeconomic deprivation with percentage of adults walking to work. Methods: A walkability index and a socioeconomic deprivation index were created at block group-level. The outcome variable, percentage of adults who walk to work was dichotomized as < 5% of the block group walking to work low and ≥ 5% of the block group walking to work as high and applied logistic regression to examine the association of walkability and socioeconomic deprivation with walking to work. Results: Individuals in the most walkable neighborhoods are almost 5 times more likely to walk to work than individuals in the least walkable neighborhoods (OR = 4.90, 95% CI = 2.80-8.59). After adjusting for neighborhood socioeconomic deprivation, individuals in the most walkable neighborhoods are almost 3 times more likely to walk to work than individuals in the least walkable neighborhoods (OR = 2.98, 95% CI = 1.62-5.49). Conclusions: Walkability (as measured by the walkability index) is a very strong indicator of walking to work even after controlling for neighborhood socioeconomic disadvantage.

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“…Active travel was also examined in relation to characteristics of the transport system in several studies. Evidence from these studies shows that traffic volume, highway density, congested travel time, and traffic speeds have negative effects on non-automobile travel frequency (Antonakos, 1994;Hunt and Abraham, 2006;Sehatzadeh et al, 2011).…”

Section: Related Past Researchmentioning

confidence: 99%

“…The influence of socio-economic factors including household income, living standards, and vehicle ownership over bicycle mode shares have been examined in a number of studies (Ferdous et al, 2011;Handy and Clifton, 2001;Rodríguez and Joo, 2004;Sehatzadeh et al, 2011). The evidence on the correlation of bicycling with income and vehicle ownership is confounding.…”

Section: Related Past Researchmentioning

confidence: 99%