Built environment correlates of active school transportation: neighborhood and the modifiable areal unit problem

Mitra, Raktim; Buliung, Ron

doi:10.1016/j.jtrangeo.2011.07.009

Cited by 186 publications

(174 citation statements)

References 36 publications

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“…According to research by Mitra and Buliung (2012), using a relatively small buffer size may produce unreliable statistical results, and in contrast, generalizing the value of a BE variable with larger buffer size will typically reduce the sample variance, while increasing the correlation between separate BE variables. They also discovered that the statistical significance and the size of the coefficients vary noticeably across different scales of analysis (Mitra and Buliung 2012). In this study, a 50-meter buffer was used around the meaningful places, which is a relatively small buffer size (e.g.…”

Section: Discussionmentioning

confidence: 99%

“…Intersection density was computed by dividing the number of intersections of roads and streets inside the buffer by the area of the buffer. Also the ratio of four-way intersections to the total number of intersections within the buffer was calculated (Mitra and Buliung 2012). Road density was calculated as the total road and street length per square kilometer within the buffer (Panter et al 2010).…”

Section: Variables Related To Transportation Systemsmentioning

confidence: 99%

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Children and youth transport in different urban morphological types

Sarjala

Broberg

Hynynen

2015

JTLU

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As demonstrated in many earlier studies, the qualities of physical environment have great impacts on physical activity (PA) behavior. However, studying individual built-environment variables often produces contradictory effects between studies. To overcome this, we composed multivariate environment types using principal component analysis that takes notice of the inter-correlations between physical-environment variables. To get a realistic view of the places children and adolescents visit in their daily life, we used mapping methodology in which children themselves defined their important places. Based on 16 built-environment variables, six built-environment types were composed around these places.We found that walking and cycling were most prominent in residential environments and least common in mixed-use business districts. Areas with big commercial buildings as well as green environments had the highest proportions of car use. Most places, in general, were visited with friends, but most typically areas with big commercial buildings and mixed-use business districts were reached in the company of friends. Relatively many places were visited alone in residential areas.

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Section: Discussionmentioning

confidence: 99%

Section: Variables Related To Transportation Systemsmentioning

confidence: 99%

Children and youth transport in different urban morphological types

Sarjala

Broberg

Hynynen

2015

JTLU

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“…29 Although active school travel may be decreasing due to confounders of independent mobility such as age, distance, and safety issues, 30 school travel behaviour is still sensitively influenced by the neighbourhood construct. 31 Despite the growing evidence, many SK cities do not have any plans for active and safe routes to and from school documented within their OCPs. This indicator also represents an important area that is recommended for the attention of policy makers in Saskatchewan communities when considering strategies for developing the built environment.…”

Section: Active Living In Sk: a Review Of Ocpsmentioning

confidence: 99%

Active living in Saskatchewan: A review of official community plans

Hassan

Herman

Kryzanowski³

et al. 2017

Can J Public Health

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OBJECTIVE: Municipal policies may have a significant impact on the development of environments that provide sustainable opportunities for individuals to engage in healthy, active lifestyles. Little is known about how explicitly community planning in Canada integrates strategies to promote physical activity. In the context of Active Saskatchewan 2020 (AS2020), the strategic plan of Saskatchewan in motion, such an analysis would create a basis for identifying policy gaps and ongoing monitoring. The objective of this study was to review the official community plan (OCP) of each city in the province of Saskatchewan, Canada and identify policies supportive of physical activity. METHODS:A conventional content analysis was completed of the OCPs of the 17 cities in Saskatchewan. Each OCP was reviewed and text extracted that related to supporting physical activity. Extracted text was thematically organized within and across cities, creating a set of indicators for ongoing monitoring. RESULTS:Overall, 17 indicators were identified. The frequency of inclusion of these indicators within the 17 OCPs varied from 17.6% to 82.4%. The mean frequency of indicators identified per OCP was 7.4. The most commonly included indicators included residential neighbourhood plans associated with active living, downtown cycling and pedestrian plans, and joint-use agreements between communities and schools.CONCLUSIONS: Most Saskatchewan OCPs make little direct reference to policies supportive of physical activity. Impacting community-level policy is an expected outcome of AS2020/Saskatchewan in motion. This study identifies a range of indicators for monitoring this process and highlights potential areas for policy development within OCPs.KEY WORDS: Physical activity; community planning; policy; built environment; population health La traduction du résumé se trouve à la fin de l'article.

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“…All urbanform measures were calculated within a 400-meter airline buffer from each respondent's home. The areal unit chosen to examine the environmental variables may impact the findings (Mitra and Buliung 2012). In this study the choice of a 400-meter buffer was made because this buffer size covers the respondent's neighborhood area and hence reflects the environmental features within the respondent's neighborhood.…”

Section: Gis Procedures and Analysismentioning

confidence: 99%

Do children walk where they bike? Exploring built environment correlates of children's walking and bicycling

Moran

Plaut

Baron‐Epel

2015

JTLU

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Previous studies examined environmental correlates of children's physical activity. While most of these studies used aggregated physical activity measures (i.e., overall physical activity, active travel), little is known about the contribution of specific environmental attributes to specific types of physical activity. This study examined associations between GIS-based environmental measures and children's selfreported walking and bicycling. The study area included "traditional neighborhoods" (N=4), characterized by high-density, land-use mix and grid-street network, and "suburban neighborhoods" (N=3), characterized by low-density, land-use segregation, and cul-de-sac streets. Data on children's physical activity and psychosocial and socio-demographic factors were obtained through a school survey (of fifth and sixth graders) (N=573). Urban-form measures (intersection density, residential density, and built coverage) were significantly positively associated with walking and negatively associated with bicycling. These associations remained significant after controlling for social, intra-and inter-personal factors. These findings suggest that certain environments may encourage children's walking and hinder their bicycling at the same time (and vice versa) and therefore raise the need for a more clear distinction between child-related walkability and bikeablilty.

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Built environment correlates of active school transportation: neighborhood and the modifiable areal unit problem

Cited by 186 publications

References 36 publications

Children and youth transport in different urban morphological types

Children and youth transport in different urban morphological types

Active living in Saskatchewan: A review of official community plans

Do children walk where they bike? Exploring built environment correlates of children's walking and bicycling

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