Structural & Programmatic Effects of Bus Rapid Transit on Physical Activity

结构性

• 批准号: 9066118
• 负责人: BRIAN E SAELENS
• 金额: $ 44.71万
• 依托单位: SEATTLE CHILDREN'S HOSPITAL
• 依托单位国家: 美国
• 财政年份: 2014
• 资助国家: 美国
• 起止时间: 2014-05-01 至 2019-04-30
• 项目状态: 已结题
• 来源: https://reporter.nih.gov/project-details/9066118
• 关键词: Accelerometer; Adult; Affect; Area; Attitude; Behavior; Characteristics; Chronic Disease; Collection; Commuting; Consumption; County; Data; Data Collection; Devices; Diabetes Mellitus; Enrollment; Environment; Environmental Risk Factor; Evaluation; Funding; Future; Happiness; Health; Health Care Costs; Health behavior; Incentives; Individual; Injury; Intervention; Investments; Lead; Life; Light; Long-Term Effects; Malignant Neoplasms; Measures; Mediating; Mediator of activation protein; Modification; Morbidity - disease rate; Motion; Natural experiment; Neighborhoods; Obesity; Osteoporosis; Participant; Physical activity; Policies; Positioning Attribute; Process; Public Health; Research Infrastructure; Savings; Services; Signal Transduction; Social Marketing; Surveys; System; Time; Transportation; Travel; Urban Health; Walking; base; built environment; cardiovascular disorder prevention; cohort; computerized data processing; cost; cost effectiveness; demographics; density; design; disorder risk; fossil fuel energy; health economics; improved; interest; meetings; mortality; physical inactivity; programs; prospective; satisfaction; trafficking

DESCRIPTION (provided by applicant): Lack of adequate physical activity has numerous negative health consequences, but the majority of U.S. adults fail to attain even minimal recommended levels of daily physical activity. Most programmatic interventions focus on increasing recreational physical activity, but have modest initial and even weaker long-term effects, enroll only the motivated few, and subsequently have limited public health impact. An alternative approach is changing environments, infrastructure, or policies in ways that affect daily physical activity. One promising approach, although not designed specifically to target physical activity, are attempts to increase transit use (e.g., bus, light rail). Cross-sectional findings suggest that transit users accumulate significant amounts of physical activity by walking to/from transit access points (e.g., bus stops) and have lower chronic disease risk. Unfortunately, transit use in the U.S. is low, but there is growing interest in increasing transit se to reduce fossil fuel energy consumption and congestion. Bus rapid transit (BRT) is becoming an increasingly popular strategy to try to increase transit use in the U.S. and elsewhere. This alternative to regular bus service reduces commute times, improves service reliability, and is also markedly cheaper to initiate and implement than light rail. In spring 2014, King County Metro Transit will begin BRT service on the final two lines of its BRT system. This study takes advantage of this natural experiment and aims to examine the change in physical activity, specifically transit-related walking, in a prospective cohort design involving individuals living close to BRT (n=342) versus those living farther away from BRT (n=342) but who are otherwise similar demographically and in initial built environment. Before, soon after, and >2 years after BRT begins, participants will wear accelerometer and global positioning systems (GPS) devices for 7 days and record travel behavior. These data are integrated provide reliable and valid measures of physical activity, walking, and travel behavior. This study will also examine potential mediators of the relationship between BRT exposure and physical activity. Attitudes about travel (to be measured by survey) have the potential to change from before to after BRT as In Motion, a neighborhood-based social-marketing and incentive program that encourages residents to decrease drive- alone travel, will be implemented by the local transit agency along these new BRT lines. In addition, the change in built environment near and at BRT stations, particularly environmental factors known to influence walking, will be investigated as potential mediators. Finally, this study seeks to obtain critical cost effectiveness information needed by decision makers, inputting the costs of BRT implementation (relative to regular bus service) versus the likely benefits of increased physical activity and lower injury. Findings from this timey health-oriented evaluation of BRT will inform decision makers about the potential for infrastructure changes to impact the critical health behavior of physical activity, as well as the relative costs and health-related benefits of such changes. PUBLIC HEALTH: Inadequate physical activity is common among U.S. adults and is a significant contributor to chronic disease. It is critical to evaluate the impact of major transportation infrastructure changes on physical activity and their cost effectiveness from a health perspective. Such evaluation will guide future strategies to improve public health.

缺乏足够的身体活动会对健康产生许多负面影响，但大多数美国成年人甚至无法达到最低的推荐日常身体活动水平。大多数计划性干预措施都侧重于增加娱乐性体育活动，但最初的效果并不明显，长期效果甚至更弱，只招收少数有积极性的人，因此对公共卫生的影响有限。另一种方法是以影响日常身体活动的方式改变环境，基础设施或政策。一种有希望的方法，虽然不是专门针对身体活动设计的，但试图增加交通使用（例如，公共汽车、轻轨）。横断面调查结果表明，公交用户通过步行往返于公交接入点（例如，巴士站），并有较低的慢性病风险。不幸的是，美国的公共交通使用率很低，但人们越来越有兴趣增加公共交通服务，以减少化石燃料的能源消耗和拥堵。快速公交（BRT）正在成为一种越来越受欢迎的战略，试图增加美国和其他地方的交通使用。这种替代常规公交服务的方式减少了通勤时间，提高了服务可靠性，而且启动和实施成本也明显低于轻轨。2014年春季，金郡地铁将开始在其BRT系统的最后两条线路上提供BRT服务。这项研究利用了这个自然实验，旨在研究身体活动的变化，特别是与交通有关的步行，在一个前瞻性的队列设计中，涉及居住在BRT附近的人（n =342）与居住在远离BRT的人（n=342），但在人口统计学和初始建筑环境方面相似。在BRT开始之前、之后不久和之后2年以上，参与者将佩戴加速计和全球定位系统（GPS）设备7天，并记录旅行行为。这些数据被整合为身体活动，步行和旅行行为的可靠和有效的措施。本研究还将研究BRT暴露与体力活动之间关系的潜在介质。关于出行的态度（通过调查来衡量）有可能从BRT之前到之后发生变化，因为“In Motion”是一个以社区为基础的社会营销和激励计划，鼓励居民减少独自驾车出行，将由当地交通机构沿着这些新的BRT线路实施。此外，BRT车站附近和车站内建筑环境的变化，特别是已知影响步行的环境因素，将作为潜在的媒介进行调查。最后，本研究旨在获得决策者所需的关键成本效益信息，输入BRT实施的成本（相对于常规公交服务）与增加体力活动和降低伤害的可能好处。从这个及时的健康为导向的快速公交系统的评估结果将告知决策者基础设施的变化，以影响身体活动的关键健康行为的潜力，以及这些变化的相对成本和健康相关的好处。 公共卫生：美国成年人普遍缺乏体力活动，是慢性病的重要原因。从健康角度评估重大交通基础设施变化对身体活动的影响及其成本效益至关重要。这种评价将指导今后改善公共卫生的战略。