Evaluation of the "Build your bike!" pilot project by and for disadvantaged youth: A school-based intervention to promote active mobility / Évaluation du projet pilote « Construis ton vélo ! ¼ par et pour les jeunes en milieu défavorisé : une intervention en contexte scolaire pour promouvoir la mobilité active

The densification of urban centers has driven individuals with low income toward more affordable suburban neighborhoods, thereby constraining transportation options due to car-centric planning and the difficulty for public transit systems to meet mobility needs. Recognizing that active cycling promotes travel autonomy, social participation, and physical and mental well-being, the promotion of such behavior through localized interventions stands as a critical objective to foster transport equity. In this context, in collaboration with the organization "Cyclo Nord-Sud," this study aims to explore the outcomes and favorable components of the "Build Your Bike!" pilot project offered as an extracurricular activity to high school students in a disadvantaged neighborhood. A qualitative, comprehensive approach with an inductive and phenomenological perspective was employed. We conducted a focus group at the end of the program and used conceptual categories to complete the analysis. The results revealed positive outcomes from the program related to: 1) well-being, 2) learning, 3) access to a bicycle, and 4) mobility. Favorable mechanisms encompassed: 1) the approach of adult mentors, 2) extracurricular involvement, 3) teamwork, 4) manual labor, and 5) bicycle ownership upon program completion. The mechanisms identified by the participants hold potential for improvement in future program iterations and can guide the development of similar interventions.

La densification des centres urbains a poussé les personnes à faible revenu vers des quartiers suburbains plus abordables, limitant les options en transport en raison de l'aménagement centré sur la voiture et de la difficulté pour le réseau de transports en commun de répondre aux besoins de mobilité. Étant donné que les déplacements actifs à vélo favorisent l'autonomie des déplacements, la participation sociale et sont source de bienfaits pour la santé physique et mentale, leur promotion par des interventions à l'échelle locale est un objectif essentiel pour favoriser l'équité en matière de transport. C'est dans ce cadre que, en collaboration avec l'organisme Cyclo Nord-Sud, cette étude vise à explorer les retombées et les composantes favorables du projet pilote « Construis ton vélo ! ¼ offert en parascolaire à des élèves du secondaire en milieu défavorisé. Une méthode qualitative de type compréhensive avec une approche inductive et phénoménologique a été utilisée. Elle a été complétée par un entretien de groupe à la fin du programme et une analyse par catégories conceptualisantes. Les résultats ont révélé que les retombées positives du programme se rapportent : 1) au bien-être ; 2) aux apprentissages ; 3) à l'accès à un vélo ; et 4) à la motilité. Les fonctionnements favorables sont : 1) l'approche des adultes encadrants, 2) le parascolaire, 3) le travail d'équipe, 4) le travail manuel et 5) le fait de posséder un vélo à la fin du programme. Les mécanismes identifiés par les jeunes pourront être valorisés dans les prochaines versions du programme et guider la création d'interventions similaires.

Social participation in the city: exploring the moderating effect of walkability on the associations between active mobility, neighborhood perceptions, and social activities in urban adults.

BACKGROUND: Living in urban environments is associated with several health risks (e.g., noise, and air pollution). However, there are also beneficial aspects such as various opportunities for social activities, which might increase levels of social participation and (physically) active mobility that in turn have positive effects on health and well-being. However, how aspects of the environment, active mobility, and social participation are associated is not well established. This study investigates the moderating effect of low vs. high walkability neighborhoods on the associations between active mobility, and social participation and integrates individuals' subjective perception of the neighborhood environment they are living in. METHODS: Cross-sectional data from 219 adults (48% female, mean age = 46 ± 3.8 years) from 12 urban neighborhoods (six low, six high walkability) were analyzed: First, social participation, active mobility, and subjective neighborhood perceptions were compared between people living in a low vs. high walkability neighborhood via t-tests. Second, multigroup path analyses were computed to explore potential differences in the associations between these variables in low vs. high walkability neighborhoods. RESULTS: Social participation, active mobility, and subjective neighborhood perceptions didn't differ in low vs. high walkability neighborhoods (p: 0.37 - 0.71). Active mobility and subjective neighborhood perceptions were significantly stronger related to social participation in low vs. high walkability neighborhoods (active mobility in low: ß = 0.35, p < .01 vs. high: ß = 0.09, p = .36; subjective neighborhood perceptions in low: ß = 0.27, p < .01 vs. high: ß = 0.15, p = .18). CONCLUSIONS: Despite living in neighborhoods with objectively different walkability, participants rated social participation and active mobility equally and perceived their neighborhoods similarly. However, zooming into the interrelations of these variables reveals that social participation of residents from low walkability neighborhoods depends stronger on active mobility and perceiving the environment positively. Positive perceptions of the environment and active mobility might buffer the objectively worse walkability. Future research should focus on underlying mechanisms and determinants of subjective neighborhood perceptions and active mobility, especially in low walkability neighborhoods.

Is Walk Score Associated With Physical Activity and Screen Time in Brazilian Older Adults?

This study aimed to examine the relationship between Walk Score index with walking to commuting, moderate-to-vigorous physical activity, and screen time in older adults. Georeferenced addresses were entered into the Walk Score platform. Walking to commute and moderate-to-vigorous physical activity were assessed using the International Physical Activity Questionnaire and categorized according to the World Health Organization recommendations. Screen time was analyzed through self-reported time watching television/being on the computer. We used binary logistic regression to estimate the association between variables. Older adults who lived in places with higher Walk Score had a higher prevalence of walking to commuting (odds ratio = 1.73; 95% confidence interval [1.18, 2.55]) and engaging in moderate-to-vigorous physical activity (odds ratio = 1.76; 95% confidence interval [1.05, 2.98]). A relationship also was observed between higher Walk Score and more time in screen time (odds ratio = 1.67; 95% confidence interval [1.19, 2.34]). The results showed that residing in a more walkable neighborhood increased the chances of the older adults spending 3 hr or more in front of a screen.

Destinations fostering older adults' walking for transport: a cross-sectional study from Germany.

BACKGROUND: Having destinations within walking distance can encourage older people to walk. Yet, not all destinations may be equally important. Little is known about the types of destinations fostering older adults' walking for transport in small and medium-sized towns and rural communities. The aim of this study was to explore the associations between the availability of different destinations and walking for transport among older adults living in communities with less than 100,000 inhabitants. METHODS: Between May and September 2019, self-reported data from 2242 older adults (≥ 65 years) living in the Metropolitan Region Northwest (Germany) were collected within the project AFOOT - Securing urban mobility of an aging population. Data from 2137 study participants were eligible for this analysis. Logistic regression models were used to investigate the relationship between the perceived destination availability of 19 different destinations within a 20-min or 10-min walk from home, respectively, and the engagement in walking for transport. Crude and adjusted models were run separately for each destination and distance category. Exploratory subgroup analyses examined the associations between the availability of destinations within a 20-min walk from home and walking for transport stratified by gender, use of a walking aid, and car availability. RESULTS: The availability of each of the investigated destinations within a 20-min walk and of nearly all of these destinations within a 10-min walk from home was significantly positively associated with walking for transport in crude models. Most associations remained significant after adjustment for covariates. The strongest associations were found for the availability of small stores, pharmacy, and bakery. The availability of a bus stop showed the weakest associations and was not significantly associated with walking for transport after adjustment for covariates. CONCLUSIONS: The provision of local amenities within walking distance may be a promising approach to foster older adults' walking for transport in smaller communities with less than 100,000 inhabitants and to enable active and healthy aging in place. Further quantitative and qualitative research is needed to validate these findings and to better understand older adults' walking behavior.

InterMob: a 24-month randomised controlled trial comparing the effectiveness of an intervention including behavioural change techniques and free transport versus an intervention including air pollution awareness-raising on car use reduction among regular car users living in Grenoble, France.

BACKGROUND: Frequent car use contributes to health and environmental issues such as air pollution, climate change and obesity. Active and sustainable mobility (bike, walk, public transport, car sharing) may address these issues. Different strategies have been implemented in past research, involving hard levers, aimed at modifying the economical or geographical context (e.g., free public transport), and soft levers, aimed at modifying psychological processes (e.g., personalised transport advice). However, few studies have combined both hard and soft levers. In addition, few have used robust methodologies (e.g., randomised controlled trials), followed behavioural changes in the long-term, and been anchored in behaviour change theories. InterMob aims to address these limits by implementing a 24-month randomised controlled trial including hard and soft levers. The objectives of InterMob are to a) evaluate the effectiveness of an experimental arm versus an active controlled arm, and b) identify the processes of mobility change. METHODS: Regular car users living in Grenoble (N = 300) will be recruited and randomised to one of the two arms. The experimental arm consists in a six-month intervention combining hard levers (free access to transport/bikes), and soft levers (e.g., personalised transport advice). The control arm consists in a six-month intervention aimed at raising awareness on air pollution and its health effects. Both arms will include eight evaluation weeks (spread out over 24 months) based on a GPS, an accelerometer, and a pollution sensor. Moreover, participants will complete mobility logbooks and surveys measuring psychological constructs, socio-economical, and socio-spatial characteristics. DISCUSSION: InterMob will assess the effectiveness of two interventions aimed at reducing car use within regular car users in the short-, mid- and long-term. Moreover, InterMob will allow to better understand the psychological processes of behaviour change, and the socio-economical and geographical conditions under which the intervention is efficient in reducing car use. Finally, the benefits of mobility change in terms of physical activity, quality of life, and exposure to pollution will be quantified. TRIAL REGISTRATION: ClinicalTrials.gov : NCT05096000 on 27/10/2021 (retrospectively registered).

The impact of the Covid-19 pandemic and government intervention on active mobility.

With data from automated counting stations and controlling for weather and calendar effects, we estimate the isolated impacts of the "first wave" of Covid-19 pandemic and subsequent government intervention (contact restrictions and closures of public spaces) on walking and cycling in 10 German cities. Pedestrian traffic in pedestrian zones decreases with higher local incidence values, and with stricter government intervention. There are ambiguous effects for cycling, which decreases in cities with a higher modal share of cycling, and increases in others. Moreover, we find impact heterogeneity with respect to different weekdays and hours of the day, both for cycling and walking. Additionally, we use data on overall mobility changes, which were derived from mobile phone data, in order to estimate the modal share changes of cycling. In almost all cities, the modal share of cycling increases during the pandemic, with higher increases in non-bicycle cities and during stronger lockdown interventions.

Greenhouse Gas Emission Mitigation Pathways for Urban Passenger Land Transport under Ambitious Climate Targets.

Urban passenger land transport is an important source of greenhouse gas (GHG) emissions globally, but it is challenging to mitigate these emissions as this sector interacts with many other economic sectors. We develop the Climate change constrained Urban passenger Transport Integrated Life cycle assessment (CURTAIL) model to outline mitigation pathways of urban passenger land transport that are consistent with ambitious climate targets. CURTAIL uses the transport activity of exogenously defined modal shares to simulate the associated annual vehicle stocks, sales, and life cycle GHG emissions. It estimates GHG emission budgets that are consistent with global warming below 2 and 1.5 °C above preindustrial levels and seeks mitigation strategies to remain within the budgets. We apply it to a case study of Singapore, a city-state. Meeting a 1.5 °C target requires strong commitments in the transport and electricity sectors, such as reducing the motorized passenger activity, accelerating the deployment of public transit and of electrification, and decarbonizing the power generation system. Focusing on one mitigation technology or one mode of transport alone will not be sufficient to meet the target. Our novel model could be applied to any city to provide insights relevant to the design of urban climate change mitigation targets and policies.

Children's outdoor active mobility behaviour and neighbourhood safety: a systematic review in measurement methods and future research directions.

BACKGROUND: Numerous studies have examined the association between safety and primary school-aged children's forms of active mobility. However, variations in studies' measurement methods and the elements addressed have contributed to inconsistencies in research outcomes, which may be forming a barrier to advancing researchers' knowledge about this field. To assess where current research stands, we have synthesised the methodological measures in studies that examined the effects of neighbourhood safety exposure (perceived and measured) on children's outdoor active mobility behaviour and used this analysis to propose future research directions. METHOD: A systematic search of the literature in six electronic databases was conducted using pre-defined eligibility criteria and was concluded in July 2020. Two reviewers screened the literature abstracts to determine the studies' inclusion, and two reviewers independently conducted a methodological quality assessment to rate the included studies. RESULTS: Twenty-five peer-reviewed studies met the inclusion criteria. Active mobility behaviour and health characteristics were measured objectively in 12 out of the 25 studies and were reported in another 13 studies. Twenty-one studies overlooked spatiotemporal dimensions in their analyses and outputs. Delineations of children's neighbourhoods varied within 10 studies' objective measures, and the 15 studies that opted for subjective measures. Safety perceptions obtained in 22 studies were mostly static and primarily collected via parents, and dissimilarities in actual safety measurement methods were present in 6 studies. The identified schematic constraints in studies' measurement methods assisted in outlining a three-dimensional relationship between 'what' (determinants), 'where' (spatial) and 'when' (time) within a methodological conceptual framework. CONCLUSIONS: The absence of standardised measurement methods among relevant studies may have led to the current diversity in findings regarding active mobility, spatial (locality) and temporal (time) characteristics, the neighbourhood, and the representation of safety. Ignorance of the existing gaps and heterogeneity in measures may impact the reliability of evidence and poses a limitation when synthesising findings, which could result in serious biases for policymakers. Given the increasing interest in children's health studies, we suggested alternatives in the design and method of measures that may guide future evidence-based research for policymakers who aim to improve children's active mobility and safety.

[Designing healthy mobility in cities: how urban planning can promote walking and cycling]. / Alltagsmobilität in Städten gesund gestalten: wie Stadtplanung Fuß- und Radverkehr fördern kann.

Mobility is a prerequisite for satisfying essential human needs. Work, education, social participation: all these activities generate regular journeys. Particularly in cities, however, the "side effects" of mobility such as traffic jams, traffic accidents, air pollution, noise and the resulting health effects are also evident.The planning of settlement structures, the necessary infrastructures, and the design of urban spaces are tasks of urban planning. Urban planning can have a decisive influence on the means of transport people choose, the distances they travel, and the environmental and health effects associated with these choices.This article examines how urban planning can promote alternatives to motorized individual travel. It focuses in particular on active mobility, such as cycling and walking. The paper begins by presenting the fundamental effects of everyday mobility and the resulting traffic on health. It then gives an overview of the potential for promoting active mobility in Germany and how urban planning and the factors it regulates, such as settlement density or mix of uses, influence mobility decisions. An overview of current initiatives and an in-depth presentation of planning strategies in the cities of Barcelona and Bogotá will be used to show which instruments and measures are being used.The article emphasizes that urban planning and the built environment it creates can promote walking and cycling. The examples show, however, that promising initiatives are not realised through spatial planning and the creation of infrastructure alone. Rather, they are cross-sectoral measures aimed at changing the mobility culture in cities.

Urinary incontinence and life-space activity/mobility additively increase the risk of incident disability among older adults.

OBJECTIVES: To examine the associations of a combination of urinary incontinence (UI) and life-space activity/mobility with the risk of incident disability among community-dwelling older adults. STUDY DESIGN: The participants were 12,808 older adults for the cross-sectional study and 12,516 older adults who completed the follow-up assessment. MAIN OUTCOME MEASURES: UI was assessed using a questionnaire. Life-space activity/mobility was evaluated using total, physical, and social scores on the Active Mobility Index (AMI). Participants were classified into four groups (high AMI total score + no UI; high AMI total score + UI; low AMI total score + no UI; low AMI total score + UI). Incident disability was extracted from the Japanese Long-Term Care System. RESULTS: During the 24-month follow-up, 562 participants (4.5 %) developed disability. Those with a low AMI score + no UI (hazard ratio, 1.35; 95 % confidence interval, 1.07-1.71) and those with a low AMI score + UI (hazard ratio, 2.00; 95 % confidence interval, 1.56-2.56) had a higher risk of incident disability than those with a high AMI score + no UI in the follow-up analysis. CONCLUSIONS: A combination of UI and low AMI score was associated with an increased risk of incident disability, whereas having UI but a high AMI score was not associated with an increased risk of incident disability. Our findings may help identify older adults at high risk of developing disabilities.

Impacts of active mobility on individual health mediated by physical activities.

Active mobility, encompassing walking and cycling for transportation, is a potential solution to health issues arising from inadequate physical activity in modern society. However, the extent of active mobility's impact on individual physical activity levels, and its association with health as mediated by physical activities, is not fully quantified. This study aims to clarify the direct relationship between active mobility usage and individual health, as well as the indirect relationship mediated by physical activity, with a focus on varying levels of physical activity intensity. Utilizing data from the 2017 U.S. National Household Travel Survey (NHTS), we employed Poisson regression to predict active mobility usage based on socio-demographic and household socio-economic characteristics. A Structural Equation Model (SEM) was then used to investigate the direct and indirect effects of active mobility on individual health, mediated by physical activity. We further segmented individuals according to their intensity of physical activity to examine how such effect differs between different levels of physical activity. The study demonstrates that active mobility usage positively correlates with both the amount and intensity of physical activity. The effect of active mobility on individual health includes a direct positive effect (29% for intensity, 67.7% for amount) and an indirect effect mediated by physical activity (71% for intensity, 32.3% for amount). Notably, the mediation effect of active mobility on health is more substantial in the context of vigorous physical activities compared to light or moderate activities. Our findings reveal a significant positive influence of active mobility on individual health, encompassing both direct and indirect effects mediated by physical activities. These results quantitatively underscore the health benefits of active mobility and suggest the importance of promoting active mobility as a strategy to improve public health.

Multi-dimensional impact of COVID-19 on active mobility in urban China: a scoping review of empirical knowledge.

Active mobility, such as cycling and walking, is assuming a growing significance in the daily lives of urban residents in China due to its positive impact on health and the environment. The impact of the COVID-19 epidemic has elicited significant changes in behaviors, perceptions, and intellectual viewpoints in this domain, potentially altering residents' physical activities in the long-term. This scoping review seeks to delve into the multi-dimensional influence of the epidemic on active mobility in urban China. A thorough investigation of English and Chinese studies up to January 2024 was conducted, drawing from articles in Web of Science and the Chinese National Knowledge Infrastructure. Only empirical studies providing knowledge into this subject were selected in the review, which comprised 20 studies in total. This review indicates that the influence of COVID-19 on active urban mobility in China has exhibited contradictory outcomes in terms of behavior. Besides, the experiences during the epidemic have significantly shaped citizens' attitudes and understanding of active mobility. The repercussions of the epidemic and the ensuing restrictions exacerbate the existing challenges faced by women, particularly those who are married, the older adult, and individuals with low incomes. The results exhibit both resemblances and idiosyncrasies when juxtaposed with prior research conducted in different nations. This analysis also offers valuable insights for improving active mobility across individual, organizational, and socio-political realms. The current state of empirical understanding in this field underscores the need for further research endeavors employing diverse methodological approaches and increased emphasis on the transformations anticipated in the post-epidemic era.

Mobility Infrastructures and Health: Scoping Review of studies in Europe.

Objectives: Movement-friendly environments with infrastructure favouring active mobility are important for promoting physical activity. This scoping literature review aims at identifying the current evidence for links between mobility infrastructures and (a) behaviour regarding active mobility, (b) health outcomes and (c) co-benefits. Method: This review was conducted in accordance with the PRISMA scoping review guidelines using PubMed and EMBASE databases. Studies included in this review were conducted in Europe, and published between 2000 and March 2023. Results: 146 scientific articles and grey literature reports were identified. Connectivity of sidewalks, walkability, and accessibility of shops, services and work are associated with walking. Cycling is positively associated with cycle-paths, separation of cycling from traffic and proximity to greenspaces, and negatively associated with traffic danger. Increased active transportation has a protective effect on cardiovascular and respiratory health, obesity, fitness, and quality of life. Co-benefits result from the reduction of individual motorized transportation including reduced environmental pollution and projected healthcare expenditure. Conclusion: Mobility infrastructure combined with social and educational incentives are effective in promoting active travel and reducing future healthcare expenses. A shift to active transportation would increase both individual and community health and decrease greenhouse gas emissions.

Active school transport routines during school transitions: Socio-structural predictors of changes from childhood into early adulthood.

The purpose of this study is to investigate socio-structural predictors of active school transport (AST) change and to explore the stability and changes of transport modes during school transitions and into early adulthood in Germany. School transport mode, urbanicity level, socioeconomic status, and migration background were assessed in 624 children (8.9 ± 1.1 years, 51% female) and 444 adolescents (14.9 ± 1.7 years, 48% female) which were followed up longitudinally six years later. The results of multinomial logistic regressions and transition probability calculations indicated that residing outside of rural areas at baseline and follow-up predicts retaining or switching to AST in adolescence. Similarly, higher socioeconomic status at baseline predicted retaining or switching to AST in early adulthood. This research suggests that transition periods are crucial understanding AST behavior and may provide new opportunities for tailored AST promotion programs for different age groups.

Construct validity of the physical activity neighborhood environment scale-Oman.

Aims: This study aims to examine the construct validity of Physical Activity Neighborhoods Environment Scales, Oman (PANES-O), and compare the subjective perceptions with objective measures in Muscat, the capital area of Oman. Methods: Walkability index scores using GIS maps were calculated for 35 study areas in Muscat based on which five low and 5 high walkable study areas were randomly selected. A community survey was then conducted in November 2020 in each study area using the 16-item PANES-O instrument to measure the participants' perception of neighborhood density, land use mix, infrastructure, safety, aesthetics, and street connectivity. Due to pandemic restrictions, a social media-based purposive sampling strategy was utilized to reach community-based networks and complete digital data collection. Results: Significant differences between the low and high walkablehigh-walkable neighborhoods were observed for 2 of 3 macroenvironment subscales, density and land use. Respondents in high walkable neighborhoods perceived their areas as having more twin villas (P = 0.001) and apartment buildings (P < 0.001), greater access to destinations (like more shops, and places to go within walking distance; P < 0.001), easy access to public transport (P < 0.001), and more places to be active (P < 0.001); than their counterparts in low walkable neighborhoods. In terms of microenvironmental attributes, respondents in high walkablehigh-walkable neighborhoods perceived their areas to have better infrastructure, better aesthetic qualities, and better social environment than their counterparts in low walkablelow-walkable neighborhoods. Significant differences in perceptions across 12 of the 16-item PANES tool confirmed that 6 of the 7 subscales were significantly sensitive to built environment attributes between the low and high walkable study areas. Respondents in high walkable neighborhoods perceived their areas as having greater access to destinations (like more shops, places to go within walking distance; P ≤ 0.001), easy access to public transport (P ≤ 0.001), more places to be active (P ≤ 0.001), better infrastructure (like more sidewalks, facilities to bicycle; P ≤ 0.001), and better aesthetic qualities (P ≤ 0.001). PANES-O also was able to rate high walkable neighborhoods to be higher in residential density and land-use mix compared to the low walkable neighborhoods demonstrating its sensitivity to the GIS maps' objective measures. Conclusions and recommendations: These results provide preliminary strong support for the construct validity of PANES-O, suggestingconfirming that it is a promising tool for assessing macroenvironmental perceptions related to physical activity in Oman. Further research using objective measures of microenvironments and device-based physical activity scores is needed to confirm the criterion validity of the 10 micro-environmental attributes of PANES-O using objective measures for the microenvironment. PANES-O could be used to generate and develop the needed evidence on the most appropriate approaches to improving the built environment to promote physical activity and urban planning in Omanthe country.

Active mobility versus motorized transport? User choices and benefits for the society.

Measures promoting active mobility - walking or cycling - are often seen as an effective strategy to meet multiple urban objectives. The advantages of such behavioural changes cover multiple dimensions at public and individual level, including positive impacts on health, safety, climate, economy, environment and air quality. However, there is still a considerable potential for increasing the uptake of active mobility in urban areas. This paper explores the determinants of active mobility choice and compares the demographic, socio-economic and cultural factors that influence it. The methodology combines extensive survey data, an EU-wide transport model and detailed indicators of external costs of transport with a Gradient Boosting Machine Learning approach. The model based scenarios quantify the benefit in terms of external costs savings from increasing active mobility shares. Such savings - at EU level, can reach the amount of 15 billion euro per year for a shift of 10% of trips to active mobility modes.

The influence of air pollution exposure on the short- and long-term health benefits associated with active mobility: A systematic review.

Active mobility (AM), defined as walking and cycling for transportation, can improve health through increasing regular physical activity. However, these health improvements could be outweighed by harm from inhaling traffic-related air pollutants during AM participation. The interaction of AM and air pollutants on health is complex physiologically, manifesting as acute changes in health indicators that may lead to poor long-term health consequences. The aim of this study was to systematically review the current evidence of effect modification by air pollution (AP) on associations between AM and health indicators. Studies were included if they examined associations between AM and health indicators being modified by AP or, conversely, associations between AP and health indicators being modified by AM. Thirty-three studies met eligibility criteria. The main AP indicators studied were particulate matter, ultrafine particles, and nitrogen oxides. Most health indicators studied were grouped into cardiovascular and respiratory indicators. There is evidence of a reduction by AP, mainly ultrafine particles and PM2.5, in the short-term health benefits of AM. Multiple studies suggest that long-term health benefits of AM are not negatively associated with levels of the single traffic-related pollutant NO2. However, other studies reveal reduced long-term health benefits of AM in areas affected by high levels of pollutant mixtures. We recommend that future studies adopt consistent and rigorous study designs and include reporting of interaction testing, to advance understanding of the complex relationships between AM, AP, and health indicators.

How do people feel while walking in the city? Using walking-triggered e-diaries to investigate the association of social interaction and environmental greenness during everyday life walking.

Background: Light to moderate physical activity, which includes walking, is associated with positive effects on physical and mental health. However, concerning mental health, social and physical environmental factors are likely to play an important role in this association. This study investigates person-place interactions between environmental characteristics (greenness, social interaction) and momentary affective states during walking episodes. A within-subject design is implemented, in which affective states and environmental characteristics are assessed while participants are walking outside. Methods: On smartphones, coupled with a motion sensor (move3), e-diaries were triggered as soon as people walked 100 m outside. E-diaries assessed momentary affective states (valence, calmness, energetic arousal), and social interaction (walking alone; seeing other people while walking; interacting with other people; walking with a known person) between 6 am and 10 pm over nine days. The percentage of greenness was determined afterward from recorded GPS and GIS data. Demographics were collected in advance via an online questionnaire. Multilevel models were calculated with R for 46 individuals (age = 41.2, ± 13.2; 52% female). Results: Affective state dimension energetic arousal showed a significant association with social interaction and greenness, i.e., participants rated energetic arousal lower when walking alone, and if there was less greenness vs. when interacting shortly with someone while walking (ß = 0.13, p = 0.02), and being in situations with more greenness (ß = 0.08, p = 0.02). Furthermore, associations with social interaction and greenness were found for dimension calmness: walking together with someone was associated with higher calmness (ß = 0.16, p = 0.02), and the higher the proportion of surrounding greenness during a walk, the higher calmness was rated, i.e., participants were calmer (ß = 0.09, p = 0.01). Significant associations with valence were not present. Conclusion: The findings indicate that the affective states varied significantly due to different social and physical environmental factors. In the future, the importance of environmental factors should be further investigated, e.g., by assessing environmental factors right in situations contrary to a subsequent imputation. Within-subject designs, and in particular triggered assessments with the addition of GPS, can aid in developing interventions for health-promoting urban environments.

Barriers, Facilitating Factors, and Intersectoral Collaboration for Promoting Active Mobility for Healthy Aging-A Qualitative Study within Local Government in Germany.

The promotion of walking and cycling to stay active and mobile offers great potential for healthy aging. Intersectoral collaboration for age-friendly urban planning is required in local government to realize this potential. Semi-structured interviews were conducted with the heads of planning and public health departments in city and district administrations of a Metropolitan Region in Germany to identify factors influencing action on the cross-cutting issue of active mobility for healthy aging. Although some administrations are working on the promotion of active mobility, they consider neither the needs of older people nor health effects. A lack of human resources and expertise, mainly due to the low priority placed on the issue, are described as the main barriers for further strategic collaboration. Furthermore, the public health sector often focuses on pathogens as the cause of morbidity and mortality, reducing their acceptance of responsibility for the topic. Facilitating factors include the establishment of new administrative structures, projects with rapid results that create awareness and credibility among citizens and politicians, additional staff with expertise in health promotion, and political commitment. In the future, new administrative structures for intersectoral collaboration are needed in order to consider various perspectives in complex developments, such as healthy aging, and to benefit from synergies.

Reducing private car demand, fact or fiction? A study mapping changes in accessibility to grocery stores in Norway.

Background: Travel surveys show that the amount of private car driving in Norway has increased significantly since the mid-1980s. Private car driving has for a long time been the main mode of transport for retail and service trips, and grocery shopping trips represent over 60% of the retail and service travels. Despite the growing number of studies addressing accessibility to daily destinations, to the best of the authors' knowledge there are no studies examining these issues over time. Methods: This paper aims to investigate changes in accessibility to grocery stores over time and use two counties in Norway as examples. Based on GIS data at a detailed level, distances from dwellings to nearest grocery store has been examined. Findings: The results from the spatial analyses reveal significant changes from 1980 to 2019: The share of the population living within 500-m from a grocery store has decreased from 55% to 34% in one of the counties examined and from 36% to 19% in the other. This indicates that the share of people living within walking distance to a local grocery store has nearly halved. With such changes in accessibility to grocery stores, increased car driving for grocery shopping should not come as a surprise. Contrary to the frequent statements about sustainable urban development and active transportation, it seems that Norway still is developing as a country that in the future will be more and not less dependent on private cars.