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The increasing preference for ageing-in-place highlights the pivotal role of the neighbourhood environment in meeting the mobility needs of older adults. This paper examines the combined associations of objective and subjective measures of built environment features with older adults' travel pattern in Singapore. A multivariate ordered probit (OP) modelling framework is applied to examine older adults' daily trip frequency by four transport modes: walking, public bus, Mass Rapid Transit/Light Rapid Transit (MRT/LRT), and private motorized modes, while controlling for the correlations among the use of different modes. The results show that while perceived access to recreational facilities exert independent positive effects on older adults' daily walking trip frequency and enhance the effects of comparable objective measures, other subjective measures do not significantly moderate the effects of objective features on walking trip-making, including those of actual access to utilitarian destinations, the availability of sheltered walkways and unsafe pedestrian crossings near residence. The results also find independent positive effects of perceptions of transit proximity and comfortable and safe pedestrian connections on older adults’ daily transit trip-making.

To investigate the clinical effectiveness of three nursing-home-wide repositioning intervals (2-, 3-, or 4-hour) without compromising pressure injury (PrI) incidence in 4 weeks.An embedded pragmatic cluster randomized controlled trial was conducted in nine nursing homes (NHs) that were randomly assigned to one of three repositioning intervals. Baseline (12 months) and 4-week intervention data were provided during the TEAM-UP (Turn Everyone And Move for Ulcer Prevention) study. Intervention residents were without current PrIs, had PrI risk (Braden Scale score) ≥10 (not severe risk), and used viable 7-inch high-density foam mattresses. Each arm includes three NHs with an assigned single repositioning interval (2-, 3-, or 4-hour) as standard care during the intervention. A wireless patient monitoring system, using wearable single-use patient sensors, cued nursing staff by displaying resident repositioning needs on conveniently placed monitors. The primary outcome was PrI incidence; the secondary outcome was staff repositioning compliance fidelity.From May 2017 to October 2019, 1,100 residents from nine NHs were fitted with sensors; 108 of these were ineligible for some analyses because of missing baseline data. The effective sample size included 992 residents (mean age, 78 ± 13 years; 63% women). The PrI incidence during the intervention was 0.0% compared with 5.24% at baseline, even though intervention resident clinical risk scores were significantly higher (P.001). Repositioning compliance for the 4-hour repositioning interval (95%) was significantly better than for the 2-hour (80%) or 3-hour (90%) intervals (P.001).Findings suggest that current 2-hour protocols can be relaxed for many NH residents without compromising PrI prevention. A causal link was not established between repositioning interval treatments and PrI outcome; however, no new PrIs developed. Compliance improved as repositioning interval lengthened.

Planning for active mobility satisfies many fundamental tenets of good urban design and planning. However, planning for active mobility is a complex endeavour due to numerous local, place-based factors that influence active mobility decisions. Recent advancements in urban data research have demonstrated the effectiveness of deep learning methods in evaluating active mobility potential for urban environments. At present, the incorporation of semantic information from deep learning models and street view imagery into spatio-temporal contexts remains a challenge. In particular, knowledge extraction from deep learning models remains an open question for urban planning and decision-making. Towards this issue, we propose a functional deep learning and network science workflow that employs open data from OpenStreetMap and Mapillary to assess factors affecting active mobility decisions and route planning. We demonstrate the generalisability of our analytical workflow through two case studies focusing on urban greenery in Nerima city (Japan) and urban visual complexity in Pasir Ris town (Singapore). Our results reveal clear patterns of heterogeneity in urban streetscapes and identify unevenness in street infrastructure provision based on destination types. Using this information, we propose specific areas for design intervention to improve active mobility planning. Our workflow is applicable for a diverse range of use cases making it relevant to a wide range of stakeholders, not limited to, urban researchers, policy makers and urban planners.

Singapore’s population is rapidly ageing due to a combination of low birth rates and increasing longevity. The number of Singapore residents aged 65 years and older is projected to increase from the present 540,000 to 900,000 by 2030. This chapter examines the current state of policy, practice and research on age-friendly neighbourhoods in Singapore. It traces the evolution of age-friendly policies and identifies the practices and emerging research on age-friendly city/neighbourhood using the World Health Organisation (WHO) Age-friendly Cities framework as reference. Even though Singapore is not a member of the WHO Global Netowrk for Age-friendly Cities and Communities, its age-friendly initiatives are many and deserve closer examination.

Introduction An increasing body of evidence suggests that regular physical activity can have important beneficial effects on individuals’ health into later years. This research investigated the inter-relationships between neighbourhood built environment, physical activity and three physical health outcomes among older adults in Singapore. Methods Drawing on 2018 data from 810 community-dwelling older adults in Singapore, a simultaneous equation approach was utilised to disentangle the complex interactions among built environment (both objective and self-reported measurements), physical activity and physical health (i.e., body mass index, functional capability and presence or absence of ‘three high’ chronic diseases) while controlling for other confounding factors, including socio-demographics and health behaviour. Results The accessibility to destinations (e.g., parks, open spaces, playgrounds) and other walkability features (e.g., neighbourhood safety, covered footpath) could promote transportation or recreational outdoor physical activity and therefore, health among older residents in Singapore. Interestingly, built environment characteristics related differently to physical activity undertaken for transportation and recreational purposes. There was a bi-directional relationship between an older adult's functional status and transport-related physical activity. There was also evidence that the connection between number of chronic diseases and recreational physical activity was reciprocal. Conclusion Insights into the built environment-physical activity-physical health relationships highlight the importance of supportive built environment in the process of health enhancement for older people.