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Many communities have prioritized policy and built environment changes to promote active transportation (AT). However, limited information exists on the partnerships and processes necessary to develop and implement such policy and environmental changes, particularly among organizations in non-health sectors. Within the transportation sector, metropolitan planning organizations (MPOs) are increasingly recognized as organizations that can support AT policies. This study examined inter-organizational relationships among MPOs and their partners working to advance AT policies in six U.S. cities. In fall 2015, an average of 22 organizations in each city participated in an online survey about partnerships with MPOs and other organizations developing and implementing AT policies. Measures included organizational characteristics and relational attributes including: level of AT policy collaboration, information transmission, resource sharing, and perceived decisional power. Descriptive network analysis and exponential random graph modeling were used to examine organizational attributes and relational predictors associated with inter-organizational collaboration in each network. MPOs served as collaborative intermediaries, connecting other organizations around AT policies, in half of the cities examined. Organizations in each city were more likely to collaborate around AT policies when partners communicated at least quarterly. In half of the cities, the probability of AT policy collaboration was higher when two agencies exchanged resources and when organizations had perceived decisional authority. Network analysis helped identify factors likely to improve partnerships around AT policies. Results may contribute to best practices for collaboration among researchers, practitioners, policymakers, and advocates across diverse sectors seeking to promote population-level physical activity. [ABSTRACT FROM AUTHOR]

Active transportation (AT), or walking or bicycling for transportation, represents one way individuals can achieve recommended physical activity (PA) levels. This study describes AT prevalence and temporal trends, and examines associations between AT levels and measured CVD risk factors (hypertension, hypercholesterolemia, low high-density [HDL] cholesterol, diabetes, and obesity) among U.S. adults. National Health and Nutrition Examination Survey (NHANES) 2007-2016 data (analyzed in 2017) were used to conduct overall trend analyses of reported AT in a typical week [none (0-9 min/week); low (10-149 min/week); or high (≥150 min/week)]. Logistic regression was used to examine associations between AT level and each CVD risk factor from NHANES 2011-2016 (n = 13,943). Covariates included age, sex, race/Hispanic origin, education, income, smoking, survey cycle, non-transportation PA, and urbanization level. U.S. adults who engaged in high AT levels increased from 13.1% in 2007-2008 to 17.9% in 2011-2012, and then decreased to 10.6% in 2015-2016 (p for quadratic trend = 0.004). Over the same period, the quadratic trend for low AT was not significant. During 2011-2016, 14.3% of adults engaged in high AT, 11.4% in low AT, and 74.4% in no AT. High AT levels were associated with decreased odds of each CVD risk factor assessed, compared to no AT. Low AT (versus no AT) was associated with decreased odds of hypertension (aOR = 0.77, 95% CI 0.64, 0.91) and diabetes (aOR = 0.68, 95% CI 0.54, 0.85). AT prevalence among adults has fluctuated from 2007 to 2016. Despite favorable associations between AT and CVD risk factors, most U.S. adults do not engage in any AT. [ABSTRACT FROM AUTHOR]

Background Since public transit infrastructure affects road traffic volumes and influences transportation mode choice, which in turn impacts health, it is important to estimate the alteration of the health burden linked with transit policies. Objective We quantified the variation in health benefits and burden between a business as usual (BAU) and a public transit (PT) scenarios in 2031 (with 8 and 19 new subway and train stations) for the greater Montreal region. Method Using mode choice and traffic assignment models, we predicted the transportation mode choice and traffic assignment on the road network. Subsequently, we estimated the distance travelled in each municipality by mode, the minutes spent in active transportation, as well as traffic emissions. Thereafter we estimated the health burden attributed to air pollution and road traumas and the gains associated with active transportation for both the BAU and PT scenarios. Results We predicted a slight decrease of overall trips and kilometers travelled by car as well as an increase of active transportation for the PT in 2031 vs the BAU. Our analysis shows that new infrastructure will reduce the overall burden of transportation by 2.5 DALYs per 100,000 persons. This decrease is caused by the reduction of road traumas occurring in the inner suburbs and central Montreal region as well as gains in active transportation in the inner suburbs. Conclusion Based on the results of our study, transportation planned public transit projects for Montreal are unlikely to reduce drastically the burden of disease attributable to road vehicles and infrastructures in the Montreal region. The impact of the planned transportation infrastructures seems to be very low and localized mainly in the areas where new public transit stations are planned. [ABSTRACT FROM AUTHOR]

The aim was to examine the moderation effect of driving licensure status on the association between different environmental contexts and transportation-related physical activity to and from school and/or work (TPA-SW) among emerging adults. The data were from Wave 4 (n=2026, year 2013) of the NEXT Generation Health Study, an annual assessment of a nationally representative cohort across the nine U.S. Census Divisions. The outcome variable, TPA-SW, was derived from walking or cycling as modes of travel to and from school and/or work. Environmental context variables included residence, college attendance, and work status. Driving licensure status indicated whether or not participants had an independent driver's license. Poisson regression models, adjusted for potential confounders, were used to test interactions between environmental context and driving licensure. There were significant interactions between environmental context and licensure. Interaction contrasts indicated that participants who did not have a driver's license engaged in more TPA-SW than their licensed counterparts if they were living at home (β=1.10, p<0.001), not attending school (β=0.73, p<0.001), attending a technical school/community college (β=1.13, p<0.001), working 1-30 hours/week (β=0.69, p<0.001), or working 30+hours/week (β=1.12, p<0.001). Among non-workers, those without a license engaged in less TPA-SW than participants with a license (β=-0.22, p=0.05). Among emerging adults in certain environmental contexts, delayed driver licensing may result in more physical activity with the possible tradeoff of less transportation mobility. [ABSTRACT FROM AUTHOR]

An infrequently studied question is how diverse combinations of built environment (BE) features relate to physical activity (PA) for older adults. We derived patterns of geographic information systems- (GIS) measured BE features and explored how they accounted for differences in objective and self-reported PA, sedentary time, and BMI in a sample of older adults. Senior Neighborhood Quality of Life Study participants (N=714, aged 66-97years, 52.1% women, 29.7% racial/ethnic minority) were sampled in 2005-2008 from the Seattle-King County, WA and Baltimore, MD-Washington, DC regions. Participants' home addresses were geocoded, and net residential density, land use mix, retail floor area ratio, intersection density, public transit density, and public park and private recreation facility density measures for 1-km network buffers were derived. Latent profile analyses (LPAs) were estimated from these GIS-based measures. In multilevel regression models, profiles were compared on accelerometer-measured moderate-to-vigorous PA (MVPA) and sedentary time and self-reported PA, adjusting for covariates and clustering. Analyses were conducted in 2014-2015. LPAs yielded three profiles: low walkability/transit/recreation (L-L-L); mean walkability/transit/recreation (M-M-M); and high walkability/transit/recreation (H-H-H). Three PA outcomes were more favorable in the HHH than the LLL profile group (difference of 7.2min/day for MVPA, 97.8min/week for walking for errands, and 79.2min/week for walking for exercise; all ps<0.02). The most and least activity-supportive BE profiles showed greater differences in older adults' PA than did groupings based solely on a 4-component walkability index, suggesting that diverse BE features are important for healthy aging. [ABSTRACT FROM AUTHOR]

Objective: To examine socioeconomic status as a moderator of the relationship between the built environment and active transportation such as walking or cycling using measures of built environment exposure derived from individuals transport trips.Methods: The 2008 Montreal Origin-destination (OD) survey provided origin-destination coordinates for a sample of 156,700 participants. We selected participants from this survey that had traveled within the census metropolitan area of Montreal the day preceding the interview, and that were between 18-65 years of age. Measures of connectivity, land-use mix, and density of business and services were collected using 400-m buffers of the trip routes. Logistic regression was used to model the relationship between built environment variables and active transportation.Results: Trip routes in the 2nd, 3rd, and 4th quartile of density of business and services or connectivity translated into greater odds of taking AT (compared to a trip in the lowest quartile). Trip routes in the 2nd, 3rd, and 4th quartile of land-use mix translated into lower odds of taking AT. Trips in the highest quartiles of connectivity and density of business and services were found to have a weaker association with active transportation if the individual undergoing the trip was from a low SES neighborhood.Conclusion: Our results suggest that previous studies finding no effect modification may have been due to the limitation of measurements of exposures to the residential neighborhood. [ABSTRACT FROM AUTHOR]

Objective Walking and cycling for transportation (i.e. active transportation, AT), provide substantial health benefits from increased physical activity (PA). However, risks of injury from exposure to motorized traffic and their emissions (i.e. air pollution) exist. The objective was to systematically review studies conducting health impact assessment (HIA) of a mode shift to AT on grounds of associated health benefits and risks. Methods Systematic database searches of MEDLINE, Web of Science and Transportation Research International Documentation were performed by two independent researchers, augmented by bibliographic review, internet searches and expert consultation to identify peer-reviewed studies from inception to December 2014. Results Thirty studies were included, originating predominantly from Europe, but also the United States, Australia and New Zealand. They compromised of mostly HIA approaches of comparative risk assessment and cost-benefit analysis. Estimated health benefit-risk or benefit-cost ratios of a mode shift to AT ranged between - 2 and 360 (median = 9). Effects of increased PA contributed the most to estimated health benefits, which strongly outweighed detrimental effects of traffic incidents and air pollution exposure on health. Conclusion Despite different HIA methodologies being applied with distinctive assumptions on key parameters, AT can provide substantial net health benefits, irrespective of geographical context. [ABSTRACT FROM AUTHOR]

Objective: Policies to promote active transportation are emerging as a best practice to increase physical activity, yet relatively little is known about public opinion on utilizing transportation funds for such investments. This study sought to assess public awareness of and support for investments in walking and biking infrastructure in Los Angeles County. Method: In the fall of 2013, the Los Angeles County Department of Public Health conducted a telephone survey with a random sample of registered voters in the region. The survey asked respondents to report on the presence and importance of walking and biking infrastructure in their community, travel behaviors and preferences, and demographics. Results: One thousand and five interviews were completed (response rate 20%, cooperation rate 54%). The majority of participants reported walking, biking, and bus/rail transportation investments as being important. In addition, participants reported a high level of support for redirecting transportation funds to active transportation investment — the population average was 3.28 (between ‘strongly’ and ‘somewhat’ support) on a 4 point Likert scale. Conclusion: Voters see active transportation infrastructure as being very important and support redirecting funding to improve the infrastructure. These findings can inform policy-decisions and planning efforts in the jurisdiction. [ABSTRACT FROM AUTHOR]

Abstract: Objective: Interest is growing in promoting utility cycling (i.e., for transport) as a means of incorporating daily physical activity (PA) into people's lives, but little is known about correlates of utility cycling. Our primary aim was to examine cross-sectional relationships between socio-economic characteristics, neighborhood environment perceptions and psychological disposition with utility cycling (with or without additional recreational cycling). A secondary aim was to compare these relationships with those for recreation-only cycling. Method: Baseline survey data (2007) from 10,233 participants in HABITAT, a multilevel longitudinal study of PA, sedentary behavior, and health in Brisbane adults aged 40–65years, were analyzed using multinomial regression modeling. Results: Greater income, habitual PA, and positive beliefs about PA were associated with utility and recreation-only cycling (p<0.05). Always having vehicle access and not in the labor force were associated with recreation-only cycling (p<0.05). Some or no vehicle access, part-time employment, and perceived environmental factors (little crime, few cul-de-sacs, nearby transport and recreational destinations) were associated with utility cycling (p<0.05). Conclusion: Our findings suggest differences in associations between socio-economic, neighborhood perceptions and psychological factors and utility and recreation-only cycling in Brisbane residents aged 40–65years. Tailored approaches appear to be required to promote utility and recreational cycling. [Copyright &y& Elsevier]

Abstract: Objective: The present study examined correlates of bicycle ownership and bicycling frequency, and projected increases in cycling if perceived safety from cars was improved. Methods: Participants were 1780 adults aged 20–65 recruited from the Seattle, Washington and Baltimore, Maryland regions (48% female; 25% ethnic/racial minority) and studied in 2002–2005. Bicycling outcomes were assessed by survey. Multivariable models were conducted to examine demographic and built environment correlates of bicycling outcomes. Results: About 71% of the sample owned bicycles, but 60% of those did not report cycling. Among bicycle owners, frequency of riding was greater among young, male, White, educated, and lean subgroups. Neighborhood walkability measures within 1km were not consistently related to bicycling. For the whole sample, bicycling at least once per week was projected to increase from 9% to 39% if bicycling was safe from cars. Ethnic-racial minority groups and those in the least safe neighborhoods for bicycling had greater projected increases in cycling if safety from traffic was improved. Conclusion: Implementing measures to improve bicyclists' safety from cars would primarily benefit racial-ethnic groups who cycle less but have higher rates of chronic diseases, as well as those who currently feel least safe bicycling. [Copyright &y& Elsevier]

Abstract: Objective: Active commuting (AC) is a behavior with many documented health benefits; however, influences on AC are not well understood. This paper examined a range of influences on self-reported AC behavior. Methods: Participants in Manhattan, KS, responded to an online survey (August–December 2008) with questions about walking, biking and driving patterns, influences on AC (motivators, barriers, self-efficacy, and workplace factors) and demographics. Separate logistic regression models predicted if participants walked, biked, or drove to work at least once/week according to the demographic factors and influences on AC, and significant factors were examined simultaneously in a multivariate logistic model. Results: Participants (n=375) were primarily young to middle aged adults, female, Caucasian, with at least a high school education, and 24.2% reported AC one or more times per week. Univariate analyses revealed several demographic variables, employment related factors, barriers, and motivators significantly associated with walking, biking, and driving. The multivariate models found multiple significant predictors associated with walking (Nagelkerke R2 =0.685), biking (Nagelkerke R2 =0.717), and driving (Nagelkerke R2 =0.799). Conclusions: AC is a complex behavior and this study noted a wide range of significant influences. These results provide insight for the development of policies and programs to enhance population level AC. [Copyright &y& Elsevier]

Abstract: Objectives: Active school transport (AST) may be an important source of children''s physical activity (PA). Innovative solutions that increase PA time for children, without putting added pressure on the school curriculum, merit consideration. Before implementing such solutions, it is important to demonstrate that active school transport is associated with health-related outcomes. Methods: Following a standardized protocol, we conducted a systematic review of published research to address this question and explore whether children who actively commute to school also have a healthier body weight. Online searches of 5 electronic databases were conducted. Potential studies were screened on the basis of objective measures of physical activity. Results: Thirteen studies were included in this review. Nine studies demonstrated that children who actively commute to school accumulate significantly more PA and two studies reported that they expended significantly more kilocalories per day. Where studies examined body weight (n =10), only one reported active commuters having a lower body weight. Conclusions: These studies demonstrate that active school commuters tend to be more physically active overall than passive commuters. However, evidence for the impact of AST in promoting healthy body weights for children and youth is not compelling. [Copyright &y& Elsevier]

Bike-sharing systems (BSS) are short-term bike rentals that can be borrowed from one location and retired to another at the conclusion of the trip. In 2019, 109,589 BSS trips were made each day in the U.S, and half of those in New York City (NYC). This study aims to quantify the health risks and benefits of BSS in the U.S. and NYC. This study followed a quantitative health impact assessment approach to estimate the risks and benefits of BSS. Specifically, we quantified the health impacts of physical activity, air pollution, and traffic incidents. We analyzed all the trips made by BSS in the U.S. and NYC. Input data on transport, traffic safety, air quality, and physical activity were collated from public records and scientific publications. We modeled the health impacts on adult users related to mortality, disease incidence, disability-adjusted life years (DALYs), and health economic impacts (related to morbidity and mortality). We estimated that in the U.S. BSS trips resulted in an annual reduction of 4.7 premature deaths, 737 DALYs, and 36 million $USD in health economic impacts, mainly derived from the increment in physical activity. In NYC, we estimated an annual reduction of 2 premature deaths, 355 DALYs, and 15 million $USD in health economic impacts. BSS in the U.S. and NYC provide a health benefit for bicyclists. Improvements in air quality and traffic safety across U.S. cities will maximize the health benefits of BSS. [Display omitted] • Bike-sharing trips in the U.S. resulted in a reduction of 4.7 premature deaths, 737 DALYs, and 36 million USD annually. • In NYC, we estimated an annual reduction of 2 premature deaths, 355 DALYs, and 15 million USD. • The main driver of the health impacts was the increase in physical activity. • The health benefits of bike-sharing trips are greater than the risks. • Bike-sharing trips in the U.S. provide health benefits for bicyclists. [ABSTRACT FROM AUTHOR]

Active transportation provides benefits to communities and individuals, yet little is known about its relationship with social capital. This study examined relationships between active transportation behavior and three indices of social capital (community participation, sense of community, and sociopolitical control). Linear regression was used to assess cross-sectional data (N = 1700) from the Survey of the Health of Wisconsin, a population-based representative sample collected in 2014, 2015, and 2016. Active transportation was associated with greater levels of community participation (p = 0.012). The association between active transportation and community participation was the third largest in terms of standardized coefficient (β = 0.07), following only age and college degree or greater educational attainment. Active transportation was not significantly associated with sense of community or sociopolitical control. All models controlled for confounding background characteristics. These findings are important for policy and planning work, as designing supportive environments and removing barriers to active transportation can foster social capital through bolstering community participation. The benefits of active transportation may be broader than previously understood and underscore the need to promote active transportation. • A representative survey of Wisconsin adults was used (n = 1700). • Outcomes were community participation, sense of community, sociopolitical control. • Active transportation was only significantly tied to community participation. • Each day of active transportation predicts a 0.03 increase in community participation. • Active transportation is the third strongest predictor of community participation. [ABSTRACT FROM AUTHOR]

The positive impacts of active travel on health markers still require further research, especially in youth populations with higher risk of obesity. The present study aimed to analyze the associations between blood pressure and adiposity risk (BPAR) and active travel to school in children. METHODS: The sample comprised 665 Portuguese children (345 boys) aged 7-9years. Data on height, weight, and skinfold thickness were collected by a trained fieldworker as well as data on BPAR between March 2009 and January 2010 (data were analyzed in 2012-2013). Information on mode and duration of travel to school (i.e. exposure) was gathered by questionnaire. Outcome variables were statistically normalized and expressed as Z scores. A BPAR score was computed as the mean of the Z scores. Multiple linear regression, with adjustments for confounders, was used. RESULTS: Active commuting was inversely associated with BPAR after adjustment for several potential confounders. After adjusting for BMI, the strength of the relationship between BPAR and active commuting was significantly improved (p⩽0.01). CONCLUSIONS: Findings showed an independent association between the clustered BPAR and active commuting in children aged 7-9years. [ABSTRACT FROM AUTHOR]

Active transportation provides benefits to communities and individuals, yet little is known about its relationship with social capital. This study examined relationships between active transportation behavior and three indices of social capital (community participation, sense of community, and sociopolitical control). Linear regression was used to assess cross-sectional data (N = 1700) from the Survey of the Health of Wisconsin, a population-based representative sample collected in 2014, 2015, and 2016. Active transportation was associated with greater levels of community participation (p = 0.012). The association between active transportation and community participation was the third largest in terms of standardized coefficient (β = 0.07), following only age and college degree or greater educational attainment. Active transportation was not significantly associated with sense of community or sociopolitical control. All models controlled for confounding background characteristics. These findings are important for policy and planning work, as designing supportive environments and removing barriers to active transportation can foster social capital through bolstering community participation. The benefits of active transportation may be broader than previously understood and underscore the need to promote active transportation. [ABSTRACT FROM AUTHOR]

Exposure to ultrafine particulate air pollution (UFP) contributes to adverse health effects in sensitive population groups such as children. There is a need to explore UFP exposure in terms of respiratory dosage, which leverages the effect of activity-specific ventilation rates. Commute-related dosage, which describes the dosage that occurs during travel between fixed locations on a routine schedule (i.e. morning school commute), is often underrepresented in air pollution studies. School commutes commonly utilize active transportation modes, and modelling dosage during such commutes requires the development of an approach that captures the influence of travel mode and terrain-enforced ventilation rates. The concept of low-dosage routing is discussed as a solution to UFP dose mitigation; however, it requires an in-depth understanding of the factors that control how dosage is accumulated at different points in the commute. This paper presents a modelling workflow for examining UFP dosage while walking to school. We apply a GIS-based approach that simulates school commute routes for 296,862 homes in Toronto. We use a physical exertion–dependent dosage model that reflects broad-scale variability in physiology, travel velocity, travel gradient, and ambient UFP concentration to evaluate route-specific commute dosage. Our results reveal the patterns of within-route variation in dosage and demonstrate the effects high regional UFP concentration and accelerated physical exertion (i.e. where ventilation rate increases during uphill travel) on creating sections of greater UFP dosage within a route. We use the model to examine UFP dosage under shortest-distance and lowest-dosage routing solutions and find that 13.4% of homes had low-dosage alternative routes, while 86.6% had shortest-distances route that were already the lowest-dosage. Our findings were consistent with studies in the literature that implement a dosage modelling approach. This study highlights the importance of dosage models that account for the dynamic nature of walking speed, ventilation rate, terrain, and pollution concentration along a school commute. • Travel-gradients affect respiratory dosage of ultrafine particulate matter. • Dosage is accelerated during school-commutes with greater physical exertion. • Some children who walk to school could benefit from low-dosage routing optimization. • The shortest route is likely the lowest-dosage route for most children in Toronto. [ABSTRACT FROM AUTHOR]

The intent of this study was to compare bicycle network connectivity for different types of bicyclists and different neighborhoods. Connectivity was defined as the ability to reach important destinations, such as grocery stores, banks, and elementary schools, via pathways or roads with low vehicle volumes and low speed limits. The analysis was conducted for 28 neighborhoods in Seattle, Washington under existing conditions and for a proposed bicycle master plan, which when complete will provide over 700 new bicycle facilities, including protected bike lanes, neighborhood greenways, and multi-use trails. The results showed different levels of connectivity across neighborhoods and for different types of bicyclists. Certain projects were shown to improve connectivity differently for confident and non-confident bicyclists. The analysis showed a positive correlation between connectivity and observed utilitarian bicycle trips. To improve connectivity for the majority of bicyclists, planners and policy-makers should provide bicycle facilities that allow immediate, low-stress access to the street network, such as neighborhood greenways. The analysis also suggests that policies and programs that build confidence for bicycling could greatly increase connectivity. [ABSTRACT FROM AUTHOR]

Previous research has examined personal, social, and environmental correlates of active commuting to school, but most were cross-sectional and mode choice studies. This exploratory case study utilized a retrospective natural experiment opportunity, where a group of students transferred to a new school, and therefore experienced changes in their home-to-school travel environments. It examined whether such changes led to mode shifts from sedentary (car or school bus) to active (walking and bicycling) and what factors were associated with those shifts. Retrospective parental survey data (n=165, response rate=46%) were collected in 2011 from a new elementary school that opened in 2010 in Austin, Texas. The survey asked about the child's school travel mode and parental perceptions of home-to-school travel environments before and after the transfer, as well as personal and social factors. Multivariate logistic regressions were used to predict the odds of shifting from sedentary to active modes, using personal, social, and physical environmental variables. Sixty-eight (41.2%) respondents reported a sedentary-to-active mode shift for school commuting. Such shifts were associated with changes in school travel environments (e.g., shorter travel distance, improved safety, and decreased availability of bike lanes/paths) and relevant programs/services (e.g., increase in walking-promotion programs, and decrease in school bus service due to shortened distances). Targeting the current sedentary mode users is important to bring health benefits through increased physical activity and environmental benefits from reduced automobile use. Sedentary-to-active mode shifts may be encouraged by providing walking-promotion programs and by reducing travel distances and safety threats en route to school. [ABSTRACT FROM AUTHOR]

Abstract: Automobile use is a significant contributor to climate change, local air pollution, pedestrian injuries and deaths, declines in physical activity and obesity. A significant proportion of car use is for short trips that can relatively easily be taken with active transportation options – walking or cycling – or with public transportation. In this commentary, we review a number of immediate, practical opportunities to implement policies and programs that reduce short car trips and increase active transportation. [Copyright &y& Elsevier]

Abstract: Objective: To determine the extent to which active transportation (AT) to and from school is associated with changes in body mass index (BMI) from kindergarten (6-year-olds) through grade 2 (8-year-olds). Methods: The sample included 1170 children (50.4% of baseline participants) who were part of the Quebec Longitudinal Study of Child Development (QLSCD), a birth cohort established in 1998 in Quebec, Canada. Data were collected by trained interviewers using structured interviews and measuring height and weight in the home with the person most knowledgeable about the child''s health. Relative weight was operationalized as age- and sex-adjusted BMI Z-scores. Results: Growth curve analyses showed that using AT to and from school both when in kindergarten and in grade 1 was predictive of a lower BMI Z-score (coeff=-0.18, SE=0.09, p=0.05) in grade 1. Using AT to and from school in kindergarten, grade 1, and grade 2 was predictive of a lower BMI Z-score (coeff=-0.30, SE=0.098, p=0.003) in grade 2. No other covariates were predictive of relative weight across time, although having an overweight or obese mother was associated with a BMI Z-score of 0.39 (SE=0.07, p<0.001) across all time points. Conclusion: Sustained AT is associated with more healthful trajectories of BMI across the early school years. [Copyright &y& Elsevier]

Abstract: Objective: To determine if perceptions of the social and physical environment are associated with active transport and leisure-time sports among Belgian youth and to investigate if this relationship is moderated by self-efficacy. Methods: In February–May 2008, 1445 adolescents (17.4±0.6 yrs) were recruited in 20 randomly selected Belgian schools. Physical activity, psychosocial, and environmental factors were assessed using validated questionnaires. Moderated multilevel regression analysis was used to examine the association between physical activity and possible correlates. Results: Social environmental variables (modeling and social support) were positively associated with active transportation and leisure-time sports (p <0.05). Higher land use mix diversity, higher street connectivity, more attractive environments, better access to recreational facilities, and higher emotional satisfaction with the neighborhood were associated with more active transportation (p <0.05). Higher perceived safety from traffic, better access to recreational facilities, more physical activity equipment at home, and fewer electronic devices in the bedroom were associated with more leisure-time sports (p <0.05). Lower perceived safety and poorer access to (recreational) facilities were only associated with lower active transport among youth with lower self-efficacy (p <0.05). Conclusion: Creating more supportive environments could have the potential to affect the physical activity levels of Belgian adolescents with both high and low self-efficacy. [Copyright &y& Elsevier]

Abstract: Objective: US transportation systems have been identified as a problem for public health, as they often encourage automobile transportation and discourage physical activity. This paper provides a case study examination of the Public Health Component of the Wasatch Front Regional Council''s Regional Transportation Plan. This plan provides an example of what transportation planners at Utah''s largest metropolitan planning organization (MPO) are doing to encourage physical activity through transportation. Methods: Existing active living research was used to guide recommendations using a process that included a comprehensive literature review and a review of existing state programs, advisory group and stakeholder meetings, and policy recommendations based on existing local conditions. Results: Stakeholders from a diversity of background and interests came together with one common goal: to improve public health. Based on this collaborative process, nine policy approaches were specifically recommended for approval and integration in the Wasatch Front Regional Transportation Plan. Conclusion: By using current research as a guide and integrating a variety of interests, the Wasatch Front Regional Council is setting a new standard for a collaborative multi-modal focus in transportation planning, which can be replicated nationwide. [Copyright &y& Elsevier]