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The spread of COVID-19 altered use of public spaces, such as parks, with potential effects on human health and well-being. Little is known about park use during the pandemic, how local features (e.g, park availability) influence use, and whether park visits accelerate COVID-19 spread. Using weekly panel data for 620 U.S. counties, we show park visits decreased by 10% beginning March 15, and by 17-35% through May 9, 2020. Net of weekly sample trends, park visits decreased by 2.3% when stay-at-home orders were in effect, yet increased by 8.3% after school closures and 4.1% after business closures. Park visits decreased less during the pandemic in metropolitan counties or where park availability was high. Higher park visits were weakly associated with COVID-19 case growth rate but not incidence. Thus, parks may serve as alternatives for recreation when schools and businesses close, especially where parks are available, with no-to-little influence on COVID-19 spread.

Background To reduce bird fatalities from millions of window collisions each year in North America, it is important to understand how design and landscape elements relate to collision risk. The current study extends prior research that found that buildings near ornamental pear trees (Prunus calleryana) and buildings with mirrored windows significantly increased odds of collisions among eight buildings on the University of Utah campus in winter. The previous study found bird-friendly glass was not related to collision risk, although only one fatality occurred at two buildings with ORNILUX® ultraviolet (UV) or fritted windows. We reasoned that extending data collection to include fall might provide a better test of efficacy. We tested the following three hypotheses: (1) Buildings with mirrored windows would experience more collisions, replicating the original study; (2) the addition of fall migration data would reveal fewer collisions at the buildings with bird-friendly windows; (3) the danger of pear tree proximity would be heightened in winter, when fruit is ripe enough to appeal to frugivores, especially the Cedar Waxwings (Bombycilla cedrorum) that frequent these trees. Methods Trained observers monitored buildings three times per week in Fall (September 12 to October 27, 2019) and Winter (October 29, 2019 to January 24, 2020). Collisions were photographed and documented in the iNaturalist University of Utah Bird Window Collision Project. Results There were 39 total collisions, from 0 to 14 per building.Using generalized estimating equations, buildings near pear trees had 3.33-fold increased odds, mirrored windows had 5.92-fold increased odds, and bird-friendly windows had an 84% lower odds (Odds ratio = 0.16) of bird window collisions when analyzed separately; all were statistically significant (p Discussion This research provides the first peer-reviewed evidence found for the efficacy of bird-friendly fritted windows and ORNILUX ® UV windows in buildings. In addition, it replicated a study that established the dangers of mirrored windows and fruiting pear trees near buildings. These risks were especially dangerous to Cedar Waxwings, who constituted 62.2% of the identifiable window collision victims. This research highlights how building risks depend on window design, landscape choices, species, and season. If replicated, analyses of risk factors can help identify buildings that require mitigation to make existing windows less deadly. Results also support the installation of bird-friendly glass in new or renovated buildings to reduce fatalities.

Background Research investigating the connection between neighborhood walkability and obesity often overlooks the issue of nonrandom residential selection. Methods We use propensity score methods to adjust for the nonrandom selection into residential neighborhoods in this cross-sectional, observational study. The sample includes 103,912 women residing in Salt Lake County, Utah age 20 or older. We measured percentage living in neighborhoods with more walkability, area level measures of neighborhood characteristics, and obesity (body mass index (BMI) > 30). Results Our findings confirm previous work that observes an association between living in more walkable neighborhoods and lower obesity. After adjusting for nonrandom selection, the odds of being obese when living in a less walkable neighborhood increase. Specifically, the odds ratio for being obese without the propensity score correction is 1.12. After adjusting for nonrandom selection, the odds ratio for being obese is 1.19, an increase of six percent. Conclusion Results demonstrate that residential selection bias inherent in cross-sectional analysis slightly attenuates the true association between neighborhood walkability and obesity. Results lend support to the growing body of research suggesting that more walkable neighborhoods have residents with a lower prevalence of obesity. Absent propensity score controls, the causal relationship between environment and obesity would be underestimated by 6%. Our analysis suggests there is an association between neighborhood walkability and obesity., Highlights • Research points to the importance of the built environment for obesity prevalence. An important limitation is that many studies are cross-sectional and unable to draw strong conclusions about causality. • Results show that the effect of living in a walkable neighborhood is under-stated when analyses are not adjusted for residential selection bias. • These findings lend support to an emerging literature that also finds the potential for underestimating neighborhood effects when selection bias is not addressed. • Our analysis adds confidence to a strategy of creating and renovating neighborhoods to support walkability.

Few studies have correlated counts of street users to walkability features or tested for temporal variations in use across the day. Trained observers counted street users for four streets that differed in walkability according to the Irvine-Minnesota audit. From 7 am to 7 pm weekdays, across four 2-hour observation periods, all four streets had significant quadratic trends of increasing then decreasing use. Furthermore, the two most walkable streets also showed significant linear increases in users across the day. Part of a street’s identity is its temporal activity rhythm, and both walkability and rhythms can inform urban design and renewal.

Although complete street policies are proliferating, little is known about how nearby residents perceive and act on their new active transportation opportunities. We survey the same neighborhood residents before and after they receive a new complete street renovation with five new light rail stops. We compare Time-1 expectations to use rail with Time-2 evidence of rail use, based on both self-reported and objective GPS/accelerometer measures of ridership. We examine neighborhood perceptions of four groups, created by combining Time-1 expectations to ride with Time-2 ridership: No expect/no ride, no expect/ride, expect/no ride, and expect/ride. The strongest differences were between the no expect/no ride and expect/ride groups. The riders had more positive expectations for light rail's impact on the neighborhood than non-riders; these broad expectations were more powerfully associated with rail ridership than individual barriers to use, such as time constraints or weather. More positive perceptions of the route to rail stops (pleasantness, traffic safety, and crime safety) were also held by riders. Some of the more positive perceptions helped distinguish between the expect/ride group and the expect/no ride group. These results underscore that increasing positive neighborhood perceptions might help convert expected riders into actual riders.

There is growing international evidence that supportive built environments encourage active travel such as walking. An unsettled question is the role of geographic regions for analyzing the relationship between the built environment and active travel. This paper examines the geographic region question by assessing walking trip models that use two different regions: walking activity spaces and self-defined neighborhoods. We also use two types of built environment metrics, perceived and audit data, and two types of study design, cross-sectional and longitudinal, to assess these regions. We find that the built environment associations with walking are dependent on the type of metric and the type of model. Audit measures summarized within walking activity spaces better explain walking trips compared to audit measures within self-defined neighborhoods. Perceived measures summarized within self-defined neighborhoods have mixed results. Finally, results differ based on study design. This suggests that results may not be comparable among different regions, metrics and designs; researchers need to consider carefully these choices when assessing active travel correlates.

Few studies assess dog ownership and walking with both self-reported or perceived and audited or objective walkability and physical activity measures. Across two years, we examined both types of walkability and activity measures for residents living within 2km of a &ldquo, complete street&rdquo, &mdash, one renovated with light rails, bike lanes, and sidewalks. Audited walkability (Irvine&ndash, Minnesota Inventory) was more consistently related to dog ownership and walking groups than perceived walkability (Neighborhood Environment Walkability Scale&mdash, Abbreviated). Self-reported leisure walking was much higher (289&ndash, 383 min per week) among dog walkers than among other groups (100&ndash, 270 min per week), despite no difference in accelerometer-measured light or moderate-to-vigorous physical activity (MVPA). Furthermore, the most powerful difference between groups involved single-family detached home residence, which was much lower among non-dog-owners (44%) than among non-dog-walkers or dog walkers (81% and 70%, respectively). Given discrepancies across walkability and activity measures, we recommend future use of walkability audits and objectively measured physical activity over the current emphasis on self-report measures. We also urge greater attention to increased densities of housing, which may negatively affect dog ownership levels unless compensating supports for dog ownership and walking are created by public health messaging, dog-friendly policies, and dog-friendly housing and community design.

Millions of birds die in bird-window collisions in the United States each year. In specialized test settings, researchers have developed methods to alter window designs to mitigate collisions. However, few published studies provide pretest and posttest evaluations of mitigation treatment areas and untreated control areas on existing buildings. We initially monitored bird-window collisions at a single building on the University of Utah campus in Salt Lake City, Utah, USA, during winter 1 (November 9, 2017–January 2, 2018). We found 15 bird-window collisions, most under a portion of the building with a mirrored façade. To test a mitigation treatment, we installed Feather Friendly® bird deterrent film on part of the mirrored façade after winter 1. The unmitigated areas of the same building served as a control area. We continued monitoring during the following winter 2 (November 15, 2018–January 12, 2019). The treated area collisions declined from seven before mitigation to two after mitigation, a 71% reduction. The control area had eight collisions at both times. Results of a generalized estimating equation yielded a significant area by season interaction effect (p = 0.03) and fewer collisions in the mitigated area than the control area at winter 2 (p = 0.03), supporting efficacy of the mitigation. In winter 2 we also expanded monitoring to eight total buildings to evaluate the risks of mirrored windows and proximity to fruiting pear trees (Prunus calleryana) and the benefits of bird-friendly glass. Bird-friendly glass, found on two buildings, included windows with permanent fritted dots or embedded ultraviolet patterns. We counted 22 collisions across the eight buildings. Mirrored windows and proximity to fruiting pear trees related to higher odds of bird-window collisions, based on separate generalized estimating equations. The best fit model included mirrored windows and pear trees. The two buildings with bird-friendly glass had only one collision, suggesting that these designs deter collisions, although the difference was not statistically significant. To publicize the study and to receive reports of additional bird collisions or fatalities on campus, we created a citizen science project on iNaturalist and engaged in additional outreach efforts that yielded 22 ad hoc reports. Many previous studies have documented Cedar Waxwing (Bombycilla cedrorum) collisions, but at relatively low numbers. Cedar Waxwings accounted for 31 of 34 identifiable collisions from the monitoring study and 4 of 21 identifiable collisions or fatalities from ad hoc reports.

Although bicycling has been related to positive health indicators, few studies examine health-related measures associated with non-competitive community cycling before and after cycling infrastructure improvements. This study examined cycling changes in a neighborhood receiving a bike lane, light rail, and other "complete street" improvements. Participants wore accelerometers and global positioning system (GPS) data loggers for one week in both 2012 and 2013, pre- and post- construction completion. Participants sampled within 2 km of the complete street improvements had the following patterns of cycling: never cyclists (n=434), continuing cyclists (n= 29), former cyclists (n=33, who bicycled in 2012 but not 2013), and new cyclists (n=40, who bicycled in 2013 but not 2012). Results show that all three cycling groups, as identified by GPS/accelerometry data, expended more estimated kilocalories (kcal) of energy per minute during the monitoring week than those who were never detected cycling, net of control variables. Similar but attenuated results emerged when cycling self-report measures were used. BMI was not related to cycling group but those who cycled longer on the new path had lower BMI. Although cyclists burn more calories than non-cyclists across the week, among cyclists, their cycling days involved more calories expended than their non-cycling days. The new cyclists account for 39% of the cyclists identified in this study and former cyclists account for 32% of cyclists. These results suggest that cycling is healthy, but that sustaining rates of cycling will be an important goal for future policy and research.

Background/Objectives To examine how a woman's current Body Mass Index (BMI) is associated with non-random residential migration that is based on the average BMI of her origin and destination neighbourhoods. Subjects/Methods Among women having at least two children, all birth certificates from Salt Lake County from 1989-2010 (n=34,010) were used to obtain pre-pregnancy weights prior to the first and second births, residential location and socio-demographic information. Census data were used for measures of walkability of neighbourhoods. Results After adjustments for age, education, race/ethnicity, and marital status, obese women living in the leanest neighbourhoods are found to be three times more likely (OR= 3.03, 95% CI 2.06-4.47) to move to the heaviest neighbourhoods relative to women with healthy weight (BMI between 18-25). Conversely, obese women in the heaviest neighbourhoods are 60% less likely (OR=0.39, 95% CI: 0.22-0.69) to move to the leanest neighbourhoods relative to healthy weight women. Indicators of relatively greater walkability (older housing, greater proportion of residents who walk to work) and higher median family income characterize leaner neighbourhoods. Conclusions The findings are consistent with the hypothesis that non-random selection into and out of neighbourhoods accounts for some of the association between BMI and neighbourhood characteristics.

Objectives. To determine whether 2012 to 2015 (times 1–3) ridership changes correlated with body mass index (BMI) changes after transit line completion in Salt Lake City, Utah. Methods. We used Global Positioning System/accelerometry–measured transit ridership measures in 2012 to 2013 (times 1–2) to compare objective and self-reported ridership. Regression models related changes in objectively measured ridership (times 1–2) and self-reported ridership (times 1–2 and times 1–3) to BMI changes, adjusting for control variables. Results. Objective and self-reported ridership measures were consistent. From time 1 to 2 (P = .021) or to 3 (P = .015), BMI increased among self-reported former riders and decreased among new riders (P = .09 for both times 1–2 and times 1–3), although the latter was nonsignificant. Time 3 attrition adjustment had no effect on results. Adjusting for baseline BMI, the nonsignificant effect for new riders remained nonsignificant, indicating no BMI change; the BMI increase after discontinuing transit remained significant. Conclusions. Observed BMI increases subsequent to stopping transit ridership persisted for more than 2 years (postintervention). These results suggest that transit ridership protects against BMI gains and support the need to provide convenient transit for public health.

The coronavirus disease 2019 (COVID- 19) pandemic has transformed our homes into schools, workplaces, recreational centers, and experimental kitchens, rendering us increasingly aware of the opportunities and constraints built into their design. In her new book, The Great Indoors, science journalist Emily Anthes helps us channel this awareness into an appreciation of how design alters our feelings and behaviors within built environments.

Poor health outcomes from insufficient physical activity (PA) are a persistent public health issue. Public transit is often promoted for positive influence on PA. Although there is cross-sectional evidence that transit users have higher PA levels, this may be coincidental or shifted from activities such as recreational walking. We use a quasi-experimental design to test if light rail transit (LRT) generated new PA in a neighborhood of Salt Lake City, Utah, USA. Participants (n=536) wore Global Positioning System (GPS) receivers and accelerometers before (2012) and after (2013) LRT construction. We test within-person differences in individuals' PA time based on changes in transit usage pre- versus post-intervention. We map transit-related PA to detect spatial clustering of PA around the new transit stops. We analyze within-person differences in PA time based on daily transit use and estimate the effect of daily transit use on PA time controlling for socio-demographic variables. Results suggest that transit use directly generates new PA that is not shifted from other PA. This supports the public health benefits from new high quality public transit such as LRT.

Obesity and inactivity have become increasingly urgent threats to public health. The design of our residential environments, both the homes themselves and their neighborhood communities, play important roles in how physically active we are. Communities are fostering walkability—the design supports for walking and other physical activity—to reverse health threats and encourage high quality homes and neighborhoods. Walkable community designs, bolstered by psychological, social, and policy supports, are important parts of healthy communities. Increasingly, design interventions in the community intended to encourage active living, such as new parks, transit, and streetscapes, can be evaluated for effectiveness in order to foster evidence-based healthy community design. This chapter reviews some of the methodological challenges and substantive findings regarding residential environments that support active living.

Active travel bouts are healthy, but bout-specific motives, social, and physical contexts have been poorly characterized. Adults (n= 421 in 2012, 436 in 2013) described their moderate activity bouts over the past week, aided by accelerometry/GPS data integration. Participants viewed maps indicating date, time, and starting and ending locations of their past week moderate-to-vigorous active travel bouts of 3 or more minutes. These prompts helped participants recall their social and physical contexts and motives for the bouts. Three bout motivations were modeled: leisure, transportation, and their "T-L" difference scores (transportation minus leisure scores). Blends of leisure and transportation motives characterized most bouts, even though most studies do not allow participants to endorse multiple motives for their active travel. Bouts were often neighborhood-based. Leisure motives were related to pleasant place perceptions, homes, and exercise places; workplaces were associated with stronger transportation and T-L bout motives. Women's bout motives were more closely associated with place than men's. Our novel method of individual bout assessment can illuminate the social-ecological contexts and experiences of everyday healthy bouts of activity.

Does street walkability and a new complete street renovation relate to street use and gender composition? We audited two mixed-walkability complete streets ("complete less-urban" and "complete-urban"), one low-walkable street, and one high-walkable street at pre-renovation and twice post-renovation. Complete street users increased, especially for the complete-less urban street. Typically, the high-walkable street attracted the most and the low-walkable street attracted the fewest total people, males, and females; complete streets were in between. On blocks with people, females were only 29% of users; females were much less common on low- walkable streets. Street improvements might enhance gender equity.

Few studies of walkability include both perceived and audited walkability measures. We examined perceived walkability (Neighborhood Environment Walkability Scale—Abbreviated, NEWS-A) and audited walkability (Irvine–Minnesota Inventory, IMI) measures for residents living within 2 km of a “complete street”—one renovated with light rail, bike lanes, and sidewalks. For perceived walkability, we found some differences but substantial similarity between our final scales and those in a prior published confirmatory factor analysis. Perceived walkability, in interaction with distance, was related to complete street active transportation. Residents were likely to have active transportation on the street when they lived nearby and perceived good aesthetics, crime safety, and traffic safety. Audited walkability, analyzed with decision trees, showed three general clusters of walkability areas, with 12 specific subtypes. A subset of walkability items (n = 11), including sidewalks, zebra-striped crosswalks, decorative sidewalks, pedestrian signals, and blank walls combined to cluster street segments. The 12 subtypes yielded 81% correct classification of residents’ active transportation. Both perceived and audited walkability were important predictors of active transportation. For audited walkability, we recommend more exploration of decision tree approaches, given their predictive utility and ease of translation into walkability interventions.

Background Neighborhood designs often relate to physical activity and to BMI. Purpose Does neighborhood walkability/bikeability relate to BMI and obesity risk and does moderate-to-vigorous physical activity (MVPA) account for some of the relationship? Methods Census 2000 provided walkability/bikeability measures—block group proportions of workers who walk or bike to work, housing age, and population density—and National Health and Nutrition Examination Study (NHANES 2003–2006) provided MVPA accelerometer measures. Regression analyses (2011–2012) adjusted for geographic clustering and multiple control variables. Results Greater density and older housing were associated with lower male BMI in bivariate analyses, but there were no density and housing age effects in multivariate models. For women, greater proportions of neighborhood workers who walk to work (M=0.02) and more MVPA was associated with lower BMI and lower obesity risk. For men, greater proportions of workers who bike to work (M=0.004) and more MVPA was associated with lower BMI and obesity risk. For both effects, MVPA partially mediated the relationships between walkability/bikeability and BMI. If such associations are causal, doubling walk and bike-to-work proportions (to 0.04 and 0.008) would have −0.3 and −0.33 effects on the average BMIs of adult women and men living in the neighborhood. This equates to 1.5 pounds for a 64-inch-tall woman and 2.3 pounds for a 69-inch-tall man. Conclusions Although walking/biking to work is rare in the U.S., greater proportions of such workers in neighborhoods relate to lower weight and higher MVPA. Bikeability merits greater attention as a modifiable activity-friendliness factor, particularly for men.

Obesity is a significant health problem in the United States that has encouraged a search for modifiable risk factors, such as walkable neighborhood designs. Prior research has shown linkages between a family history of obesity (i.e., due to either genetic or non-genetic factors) and an individual's risk of elevated body mass index (BMI). Yet, we know little about the possible interactions between neighborhood walkability and family susceptibility to unhealthy BMI in predicting individual BMI. This paper addresses this important research gap using a sample of 9918 women, derived from vital and administrative data in the Utah Population Database. We use a novel indicator of familial risk (a summary measure of siblings' BMI) and a neighborhood walkability score to capture familial susceptibility and environmental exposures, respectively. The analysis focuses on distinct risk combinations of familial susceptibility and neighborhood walkability. Compared with the "best" combination of lean family BMI history and more walkable neighborhoods, women in all of the other three family weight history/neighborhood categories show greater risks of obesity. Our results also indicate that the neighborhood environment has a strong association with individual obesity among women with higher family risk of obesity but that the association between neighborhood environment and individual obesity is even stronger for women with a lower family risk of obesity.

Background:Complete streets require evaluation to determine if they encourage active transportation.Methods:Data were collected before and after a street intervention provided new light rail, bike lanes, and better sidewalks in Salt Lake City, Utah. Residents living near (Results:Active travel trips for Near-Time 2 residents, the group hypothesized to be the most active, were compared with the other 3 groups (Near-Time 1, Far-Time 1, and Far-Time 2), net of control variables. Near-Time 2 residents were more likely to engage in complete street transit walking trips (35%, adjusted) and nontransit walking trips (50%) than the other 3 groups (24% to 25% and 13% to 36%, respectively). Bicycling was less prevalent, with only 1 of 3 contrasts significant (10% of Near-Time 2 residents had complete street bicycle trips compared with 5% of Far-Time 1 residents).Conclusions:Living near the complete street intervention supported more pedestrian use and possibly bicycling, suggesting complete streets are also public health interventions.

Research indicates that people are drawn to green spaces with attractive amenities. This study extends that finding by comparing walking patterns in two neighborhoods with different numbers of parks; parks did not differ in rated attractiveness nor did neighborhoods differ substantially in rated walkability. Adults, aged 32-86 years (n = 90), drew their 3 most recent walking routes on maps of their neighborhood. Analyses showed that participants' round trips were longer by 265.5 meters (.16 mile) in the neighborhood with a single, large, centrally located park (p < .02). However, participants in the neighborhood with multiple, small, more distributed parks, visited more streets, p < .001, more streets with green spaces, p < .038, and used more varied routes, p < .012. Results suggest there are potential benefits to both layouts. Large centralized parks may invite longer walks; smaller, well-distributed parks may invite more varied routes suggestive of appropriation and motivation processes. Both layouts might be combined in a single neighborhood to attract more walkers.

There is increasing emphasis on active transportation, such as walking, in transportation planning as a sustainable form of mobility and in public health as a means of achieving recommended physical activity and better health outcomes. A research focus is the influence of the built environment on walking, with the ultimate goal of identifying environmental modifications that invite more walking. However, assessments of the built environment for walkability are typically at a spatially disaggregate level (such as street blocks) or at a spatially aggregate level (such as census block groups). A key issue is determining the spatial units for walkability measures so that they reflect potential walking behavior. This paper develops methods for assessing walkability within individual activity spaces: the geographic region accessible to an individual during a given walking trip. We first estimate street network-based activity spaces using the shortest path between known trip starting/ending points and a travel time budget that reflects potential alternative paths. Based on objective walkability measures of the street blocks, we use three summary measures for walkability within activity spaces: i) the average walkability score across block segments (representing the general level of walkability in the activity space); ii) the standard deviation (representing the walkability variation), and; iii) the network autocorrelation (representing the spatial coherence of the walkability pattern). We assess the method using data from an empirical study of built environment walkability and walking behavior in Salt Lake City, Utah, USA. We visualize and map these activity space summary measures to compare walkability among individuals' trips within their neighborhoods. We also compare summary measures for activity spaces versus census block groups, with the result that they agree less than half of the time.

We assessed environmental and perceptual correlates of walking and walkability for fifth graders from three communities attending two schools: A new urban/LEED-ND pilot community, mixed, and standard suburban community. Irvine-Minnesota Inventory (IMI) walkability audits showed that new urban blocks provided more traffic safety, pleasurability, crime safety, density, and diversity. New urban routes offered greater traffic safety, accessibility, pleasurability, crime safety, and diversity, but suburban routes had greater housing density, net of controls (parental education, rooms in the home, home ownership, parent preference for child to walk to school). Parents and children perceived new urban routes to be more walkable and children walked more when they lived on more walkable routes. The suburban hierarchical street design exposed children to varied traffic safety conditions by funneling their walks from cul-de-sacs to arterials. The new urban routes to a centrally located school passed by pleasant open spaces, suggesting how community organization can create better walking conditions.

The roles of community design and parent and child perceptions of walkability to school are tested for associations with walking in three communities: a walkable new urbanist community, a mixed community (standard suburban community where the walk to school traversed part of the new urbanist community), and less walkable standard suburban community. Perceived environmental barriers to walking to school are measured and compared for fifth graders (n = 193) and their parents (n = 177). Results showed that children and parents often agreed on walking barriers, except an interaction showed that — in the less walkable community — parents perceived worse barriers than did their children. Perceptions of barriers increased from walkable, to mixed, to less walkable communities. Students walked more when they attended the school in the walkable community, they lived near school, parents and children perceived fewer barriers to walking, and children had lower BMI scores, net of demographic controls. Thus the walk to school is embedded within multiple types of supports, all of which should be addressed to encourage walking to school.

Transit-oriented developments are touted as providing a variety of social benefits, but personal benefits to residents are underresearched. The authors surveyed 51 residents before and after a new light rail stop was constructed in their revitalizing Salt Lake City neighborhood. Residents anticipated and then later experienced increased housing and neighborhood economic values, enhanced sense of community, and improved neighborhood reputation. Residents experienced greater than anticipated pedestrian and child safety after rail service started. Compared with resident perceptions of walkable neighborhoods elsewhere, the Salt Lake residents perceived their neighborhood to be denser, and offering less land-use diversity and more crime safety problems. Perceived walkability increased, with residents reporting greater land-use diversity and neighborhood satisfaction after rail stop completion. However, residents said more stores, parks and trails, and trees would improve walkability. These results show the personal benefits residents desire to make transit-oriented living a satisfying residential alternative.

The primary purpose of the study was to address the claim that people are more likely to walk to a transit stop if they live on a "walkable" block. An additional purpose was to evaluate the Irvine Minnesota Inventory (IMI) as an environmental audit tool. The IMI was used to measure walkability features of 19 blocks in a revitalizing neighborhood. We hypothesized that residents who walked to a light rail TRAX stop (n = 22) would live on blocks with higher walkability ratings compared to residents who did not walk to TRAX (nonriders, n = 15), or who walked only after a closer TRAX stop was built (new users, n = 11). A MANCOVA indicated the IMI scales differentiated the blocks; the strongest differences were obtained in subscales that measured the block's diversity, safety from crime and density (marginally significant). Participants' perceptions of their complete walk to the transit stop were consistent with the home block IMI scores, with the continuing riders having more positive views than the other two groups. The results show the ability of the IMI to distinguish among blocks in walkability, and support further use of this audit tool in environmental analyses and active living research. We end with a discussion of conceptual and methodological issues in the use of audit tools and provide recommendations for using these measures for local, immediate interests, as well as for building a broader science of environmental measurement.

In this study, we investigate how three alternative measures of maternal body mass index (BMI) relate to youth overweight. We contrast the typical cross-sectional measure of maternal BMI with a longitudinal mean and a standard deviation in maternal BMI. Using National Longitudinal Survey of Youth data, we estimate logistic regressions that relate maternal BMI to the risk of a youth being overweight while controlling for other familial characteristics. Participants in this study are 918 males and 841 females who were age 16-21 and either healthy weight or overweight in 2006. To be eligible for inclusion, teens were 15 years old by December 2006. After comparing several measures of maternal weight, we find that higher mean maternal BMI measured over the life of the adolescent has the strongest relationship with the odds of youth overweight for both male and female adolescents. For boys, a one unit increase in mother's mean BMI increases the odds of being overweight by 16% (OR = 1.16, 95% CI 1.11-1.20) while for girls the increase in the odds of being overweight is 13% (OR = 1.13, 95% CI 1.09-1.18). Our findings suggest that researchers should move beyond static measures of maternal weight when examining the correlates of youth BMI. Maternal weight histories offer additional insights about the youth's home environment that are associated with the risk of a youth being overweight.

This longitudinal, multimethod study uses geographical information system (GIS) software to evaluate the community-wide impact of a neighborhood revitalization project. Unsystematic visual examination and analysis of GIS maps are offered as a complementary tool to quantitative analysis and one that is much more compelling, meaningful, and effective in presentation to community and nonscientific professional audiences. The centerpiece of the intervention was the development of a new, middle-class housing subdivision in an area that was declining physically and economically. This represents three major urban/housing policy directions: (1) the emphasis on home ownership for working-class families, (2) the deconcentration of poverty through development of mixed-income neighborhoods, and (3) the clean up and redevelopment of contaminated, former industrial brownfields. Resident survey responses, objective environmental assessment observations, and building permit data were collected, geocoded at the address level, and aggregated to the block level on 60 street blocks in the older neighborhoods surrounding the new housing in two waves: during site clearing and housing construction (Time 1: 1993-95) and three years post-completion (Time 2: 1998-99). Variables mapped include (a) Time 1-2 change in self-reported home repairs and improvements, (b) change in the assessed physical condition of yards and exteriors of 925 individual residential properties, (c) change in residents' home pride, and (d) a city archive of building permits at Time 2. Physical conditions improved overall in the neighborhood, but spatial analysis of the maps suggest that the spillover effects, if any, of the new housing were geographically limited and included unintended negative psychological consequences. Results argue for greater use of GIS and the street block level in community research and of psychological and behavioral variables in planning research and decisions.

Problem: Transit-oriented development has been shown to be socially desirable for a variety of reasons, but little is known about the benefits it provides to individual residents. Purpose: We used a natural experiment to better understand the value of convenient transit access to individuals. Methods: We queried 51 residents of a revitalizing, mixed-use, Salt Lake City neighborhood near the TRAX light rail line about their behaviors and attitudes, classifying them into three groups: nonriders; new riders, who reported recent rail rides only after the stop opened; and continuing riders, who reported recent rail rides both before and after the new stop opened. Participants wore accelerometers and completed surveys during two different time periods, one before and one after a new light rail stop opened in their neighborhood. Results and conclusions: Adjusted for income and employment, obesity was much higher among nonriders (65%) than new riders (26%) and continuing riders (15%). All other significant differ...

Background:Accelerometer output feedback might enable assessment of recall biases for moderate bouts by obese and nonobese individuals; accelerometry might also help residents recall destinations for moderate-intensity walking bouts.Methods:Adult residents’ 1-week accelerometer-measured physical activity and obesity status were measured before and after a new rail stop opened (n = 51 Time 1; n = 47 Time 2). Participants recalled the week’s walking bouts, described them as brisk (moderate) or not, and reported a rail stop destination or not.Results:At the end of the week, we provided accelerometry output to residents as a prompt. Recall of activity intensity was accurate for about 60% of bouts. Nonobese participants had more moderate bouts and more “stealth exercise” —moderate bouts recalled as not brisk—than did obese individuals. Obese participants had more overestimates—recalling light bouts as brisk walks—than did nonobese individuals. Compared with unprompted recall, accelerometry-prompted recalls allowed residents to describe where significantly more moderate bouts of activity occurred.Conclusion:Coupling accelerometry feedback with self-report improves research by measuring the duration, intensity, and destination of walking bouts. Recall errors and different patterns of errors by obese and nonobese individuals underscore the importance of validation by accelerometry.

Background Rising rates of overweight and obesity in the U.S. have increased interest in community designs that encourage healthy weight. This study relates neighborhood walkability—density, pedestrian-friendly design, and two novel measures of land-use diversity—to residents' excess weight. Methods Walkable-environment measures include two established predictors—higher density and pedestrian-friendly design (intersections within 0.25 mile of each address)—and two new census-based, land-use diversity measures: the proportion of residents walking to work and the median age of housing. In 2006, weight, height, age, and address data from 453,927 Salt Lake County driver licenses for persons aged 25–64 years were linked to 2000 Census and GIS street-network information that was analyzed in 2007–2008. Linear regressions of BMI and logistic regressions of overweight and obesity include controls for individual-level age and neighborhood-level racial/ethnic composition, median age of residents, and median family income. Results Increasing levels of walkability decrease the risks of excess weight. Approximately doubling the proportion of neighborhood residents walking to work decreases an individual's risk of obesity by almost 10%. Adding a decade to the average age of neighborhood housing decreases women's risk of obesity by about 8% and men's by 13%. Population density is unrelated to weight in four of six models, and inconsistently related to weight measures in two models. Pedestrian-friendly street networks are unrelated to BMI but related to lower risks of overweight and obesity in three of four models. Conclusions Walkability indicators, particularly the two land-use diversity measures, are important predictors of body weight. Driver licenses should be considered as a source of data for community studies of BMI, as they provide extensive coverage at low cost.

Objective The purpose of this study was to see if portable play equipment added to a preschool playground resulted in higher intensities of physical activity among 3–5-year-old children. Methods Activity-friendly equipment was added to an outdoor preschool playground. Accelerometry-measured intensities of 15-s epochs of physical activity were tracked for 5 pre-intervention and 5 post-intervention days during outdoor play. Data were collected during fall 2005 in Salt Lake City for 64 preschoolers aged 3, 4, and 5 years. Results After the intervention, both male and female 3- to 5-year-olds significantly decreased sedentary behavior and significantly increased light, moderate, and vigorous physical activity as measured by accelerometry. Conclusions Results suggest simple interventions, requiring little teacher training, can yield increases in healthy physical activity.

Kurt Lewin and others have showed that group discussion effectively changed attitudes and behaviors compared to individually targeted messages. This study examines the roles of normative and informational social influence in this effect. High school students heard a message about replacing toxic products with nontoxic alternatives; classes were randomly assigned to hear the message delivered as a lecture or via guided group discussion. For female students ( N =250 in 26 classes), HLM mediation analyses suggested normative influence predominated: Discussion was more effective than lecture and this effect was fully mediated by students’ perceptions that other students endorsed nontoxics. Content analyses of students’ comments indicated that three kinds of remarks led female students to this perception: (1) sharing knowledge about nontoxics; (2) asking questions about nontoxics; and (3) little praise for toxic products. For male students in separate HLM analyses ( N =107 in 19 of the same classes), informational influence was most apparent: Postmeeting attitudes were higher after discussion than lecture, and this effect was partially mediated by cognitive elaboration about the message (but not perceptions others endorsed the message). In addition, males’ quiz grades were higher after discussion, and students’ comments fully mediated the discussion to quiz grades relationship. Results support the importance of hearing others’ promessage comments for changing socially motivated behaviors, although the routes of influence appear to differ for these samples of male and female students.

Background The natural intervention of a new light-rail stop in a neighborhood is examined for relationships with ridership and moderate-activity bouts. Design At Time 1, surveys and 1-week accelerometer readings assess transit use and moderate- activity bouts. One year later (Time 2), after the opening of a new light-rail stop, measures were repeated. Setting/Participants During the summers of 2005 and 2006, 51 residents participated from a low-income, mixed ethnicity neighborhood in Salt Lake City, Utah. Intervention A new light-rail stop was built and opened in the middle of the surveyed neighborhood. Main Outcome Measures Physical activity was measured as a bout of 8 or more minutes of moderate activity (3.0 metabolic units [METS]), according to accelerometer counts, controlling for hours worn. Prompted recalls allowed moderate-activity bouts to be labeled as walks to transit or not. Results Analyses in 2006–2007 show that the percentage of rail riders increased significantly, from 50% to 68.75%, after the stop opened. In cross-sectional analyses at Times 1 and 2, self-reported rides on light rail were significantly related to more moderate-activity bouts, controlling for gender, household size, and home ownership. Longitudinally, with the same control variables and adding Time 1 moderate activity, light-rail rides at Time 2 predicted increased Time 2 moderate activity. Conclusions A new rail stop was associated with increased ridership. Walks to light rail were associated, both cross-sectionally and longitudinally, with moderate-activity bouts.

Background:We examine how age, life course roles, and contextual variables relate to both the composition and the overall level of physical activity in late adolescence and early adulthood.Methods:Data on respondents age 15 to 29 y in the 2003 American Time Use Survey are used to estimate multivariate logistic regressions that assess what factors are associated with meeting the recommended level of physical activity.Results:The proportion of respondents who do 30 min or more of team sports declines over the 15 to 29 y age range even after controlling for life course and contextual covariates. Parenthood, employment status, and school enrollment have selective effects on the odds of meeting physical activity recommendations.Conclusions:Given the declines in team sports activities, schools and public health officials should consider the potential benefits of promoting other options such as cardiovascular activities, strength training activities, and/or active transportation.

Guided walks near a light rail stop in downtown Salt Lake City, Utah, were examined using a 2 (gender) × 3 (route walkability: low-mixed-, or high-walkability features) design. Trained raters confirmed that more walkable segments had more traffic, environmental, and social safety; pleasing aesthetics; natural features; pedestrian amenities; and land use diversity (using the Irvine-Minnesota physical environment audit) and a superior social milieu rating. According to tape-recorded open-ended descriptions, university student participants experienced walkable route segments as noticeably safer, with a more positive social environment, fewer social and physical incivilities, and more attractive natural and built environment features. According to closed-ended scales, walkable route segments had more pleasant social and/or environmental atmosphere and better traffic safety. Few gender differences were found. Results highlight the importance of understanding subjective experiences of walkability and suggest that these experiences should be an additional focus of urban design.

Many communities in the United States have been adding new light rail to bus-predominant public transit systems. However, there is disagreement as to whether opening light rail lines attracts new ridership or merely draws ridership from existing transit users. We study a new light rail line in Salt Lake City, Utah, USA, which is part of a complete street redevelopment. We utilize a pre-test post-test control group quasi-experimental design to test two different measures of ridership change. The first measure is calculated from stops along the light rail route; the second assumes that nearby bus stops might be displaced by the rail and calculates ridership change with those stops included as baseline. Both the simple measure (transit use changes on the complete street light rail corridor) and the "displacement" measure (transit use changes in the one-quarter mile catchment areas around new light rail stops) showed significant (p < .01) and substantial (677%) increases in transit passengers compared to pre-light rail bus users. In particular, the displacement analysis discredits a common challenge that when a new light rail line opens, most passengers are simply former bus riders whose routes were canceled in favor of light rail. The study suggests that light rail services can attract additional ridership to public transit systems. In addition, although pre-post control-group designs require time and effort, this project underscores the benefits of such quasi-experimental designs in terms of the strength of the inferences that can be drawn about the impacts of new transit infrastructure and services.

Objectives. We assessed effects on physical activity (PA) and weight among participants in a complete street intervention that extended a light-rail line in Salt Lake City, Utah. Methods. Participants in the Moving Across Places Study resided within 2 kilometers of the new line. They wore accelerometers and global positioning system (GPS) loggers for 1 week before and after rail construction. Regression analyses compared change scores of participants who never rode transit with continuing, former, and new riders, after adjustment for control variables (total n = 537). Results. New riders had significantly more accelerometer-measured counts per minute than never-riders (P Conclusions. In light of the health benefits of transit ridership in the complete street area, research should address how to encourage more sustained ridership.

Humans are territorial, laying claim to places and objects as a way of regulating social interaction and fulfilling a variety of social motives. We observed territoriality to facilitate both inclusionary and exclusionary group behaviors within senior center spaces. We observed approximately 300 participants over 120 h and interviewed 30 participants in three multipurpose senior centers. Territories supported group identity and interaction for friends who shared dining tables in two centers. However, those two centers also had frequent dining area territorial conflicts and few other spaces or opportunities for meaningful center participation. The conflicts entailed the reinforcement of social cliques at the cost of exclusion of others. A third center exhibited fewer territorial conflicts and a wider variety of shared and attractive settings, such as a living room and hobby rooms. In addition, strong self-governance of this center allowed participants to lay claim to the entire center, rather than relying on ownership of specific dining seats.

Neighborhood revitalization efforts include building new subdivisions in declining neighborhoods, but few studies have asked the incoming residents about the success of such new housing efforts. We examined neighborhood confidence and place attachment among residents of such a new housing subdivision ( n = 56) and compared them to newcomers ( n = 99) and old-timers ( n = 271) in the surrounding neighborhood. The new subdivision attracted comparatively wealthy, married, home owning residents. Compared with residents in the surrounding neighborhood, new subdivision residents had more neighborhood confidence, especially those who perceived few incivilities and satisfactory neighborhood services. Subdivision newcomers had higher place attachments than newcomers to the surrounding neighborhood and as high attachments as old-timers in the surrounding neighborhood. Although largely attracted by affordable housing, new subdivision residents may become important neighborhood contributors, given their levels of place attachment and confidence.

The popular incivilities hypothesis suggests physical incivilities, such as unkempt lawns and litter, and weak social ties with neighbors encourage crime. Despite a strong impact on policing policies and public awareness, this hypothesis has seldom been tested. We extend this basic model to test whether place attachments protect from crime as well. In a suburban area facing decline, multilevel (hierarchical linear modeling) analyses reveal that renters, properties with more physical incivilities, and blocks with more physical incivilities experience more subsequent crimes. Although these actual physical incivilities were important predictors of crime, residents' perceptions of incivilities were not, suggesting that environmental incivilities act directly upon offenders, not through non-offender resident perceptions. A cross-level interaction indicated incivilities predicted crime less well on socially cohesive blocks, suggesting that social cohesion can buffer the effects of the physical environment. Weaker block level place attachments also contributed independently to individuals' risks of crime, demonstrating that place attachment merits greater attention in neighborhood revitalization and crime reduction interventions.

Concepts deriving from criminology, housing policy, and environmental psychology are integrated to test two ways that housing conditions could relate to crime in a declining first‐ring suburb of Salt Lake City. For existing housing, we use a model to test whether housing incivilities, such as litter and unkempt lawns, are associated with later crime. For new housing, we test whether a new subdivision on a former brownfield creates spillover reductions in nearby crime and incivilities. Police‐reported crime rates were highest for residences near the brownfield and lowest for those farther away. After the subdivision was constructed, this linear decline disappeared, reflecting less crime adjacent to the new subdivision, but also more crime farther away. A multilevel analysis shows that incivilities, particularly litter and unkempt lawns on the block, predict unexpected increases in crime. Both brownfield redevelopment and reductions in incivilities may be important ways to improve declining suburba...