Traffic-related air pollution and obesity formation in children: a longitudinal, multilevel analysis.

BackgroundBiologically plausible mechanisms link traffic-related air pollution to metabolic disorders and potentially to obesity. Here we sought to determine whether traffic density and traffic-related air pollution were positively associated with growth in body mass index (BMI = kg/m2) in children aged 5-11 years.MethodsParticipants were drawn from a prospective cohort of children who lived in 13 communities across Southern California (N = 4550). Children were enrolled while attending kindergarten and first grade and followed for 4 years, with height and weight measured annually. Dispersion models were used to estimate exposure to traffic-related air pollution. Multilevel models were used to estimate and test traffic density and traffic pollution related to BMI growth. Data were collected between 2002-2010 and analyzed in 2011-12.ResultsTraffic pollution was positively associated with growth in BMI and was robust to adjustment for many confounders. The effect size in the adjusted model indicated about a 13.6% increase in annual BMI growth when comparing the lowest to the highest tenth percentile of air pollution exposure, which resulted in an increase of nearly 0.4 BMI units on attained BMI at age 10. Traffic density also had a positive association with BMI growth, but this effect was less robust in multivariate models.ConclusionsTraffic pollution was positively associated with growth in BMI in children aged 5-11 years. Traffic pollution may be controlled via emission restrictions; changes in land use that promote jobs-housing balance and use of public transit and hence reduce vehicle miles traveled; promotion of zero emissions vehicles; transit and car-sharing programs; or by limiting high pollution traffic, such as diesel trucks, from residential areas or places where children play outdoors, such as schools and parks. These measures may have beneficial effects in terms of reduced obesity formation in children

Automated time activity classification based on global positioning system (GPS) tracking data

<p>Abstract</p> <p>Background</p> <p>Air pollution epidemiological studies are increasingly using global positioning system (GPS) to collect time-location data because they offer continuous tracking, high temporal resolution, and minimum reporting burden for participants. However, substantial uncertainties in the processing and classifying of raw GPS data create challenges for reliably characterizing time activity patterns. We developed and evaluated models to classify people's major time activity patterns from continuous GPS tracking data.</p> <p>Methods</p> <p>We developed and evaluated two automated models to classify major time activity patterns (i.e., indoor, outdoor static, outdoor walking, and in-vehicle travel) based on GPS time activity data collected under free living conditions for 47 participants (N = 131 person-days) from the Harbor Communities Time Location Study (HCTLS) in 2008 and supplemental GPS data collected from three UC-Irvine research staff (N = 21 person-days) in 2010. Time activity patterns used for model development were manually classified by research staff using information from participant GPS recordings, activity logs, and follow-up interviews. We evaluated two models: (a) a rule-based model that developed user-defined rules based on time, speed, and spatial location, and (b) a random forest decision tree model.</p> <p>Results</p> <p>Indoor, outdoor static, outdoor walking and in-vehicle travel activities accounted for 82.7%, 6.1%, 3.2% and 7.2% of manually-classified time activities in the HCTLS dataset, respectively. The rule-based model classified indoor and in-vehicle travel periods reasonably well (Indoor: sensitivity > 91%, specificity > 80%, and precision > 96%; in-vehicle travel: sensitivity > 71%, specificity > 99%, and precision > 88%), but the performance was moderate for outdoor static and outdoor walking predictions. No striking differences in performance were observed between the rule-based and the random forest models. The random forest model was fast and easy to execute, but was likely less robust than the rule-based model under the condition of biased or poor quality training data.</p> <p>Conclusions</p> <p>Our models can successfully identify indoor and in-vehicle travel points from the raw GPS data, but challenges remain in developing models to distinguish outdoor static points and walking. Accurate training data are essential in developing reliable models in classifying time-activity patterns.</p

Associations between recent exposure to ambient fine particulate matter and blood pressure in the Multi-Ethnic Study of Atherosclerosis

This EHP-in-Press article has been peer-reviewed, revised, and accepted for publication. The EHP-in-Press articles are completely citable using the assigned DOI code for the article. This document will be replaced with the copyedited and formatted version as soon as it is available. Through the DOI number used in the citation, you will be able to access this document at each stage of the publication process. Environ Health Perspect doi:10.1289/ehp.10899 available via http://dx.doi.org/ [Online 24 January 2008http://deepblue.lib.umich.edu/bitstream/2027.42/58000/1/Associations between recent exposure to ambient fine particulate matter and blood pressure in the Multi Ethnic Study of Atherosclerosis.pd

An effective and efficient approach for manually improving geocoded data

<p>Abstract</p> <p>Background</p> <p>The process of geocoding produces output coordinates of varying degrees of quality. Previous studies have revealed that simply excluding records with low-quality geocodes from analysis can introduce significant bias, but depending on the number and severity of the inaccuracies, their inclusion may also lead to bias. Little quantitative research has been presented on the cost and/or effectiveness of correcting geocodes through manual interactive processes, so the most cost effective methods for improving geocoded data are unclear. The present work investigates the time and effort required to correct geocodes contained in five health-related datasets that represent examples of data commonly used in Health GIS.</p> <p>Results</p> <p>Geocode correction was attempted on five health-related datasets containing a total of 22,317 records. The complete processing of these data took 11.4 weeks (427 hours), averaging 69 seconds of processing time per record. Overall, the geocodes associated with 12,280 (55%) of records were successfully improved, taking 95 seconds of processing time per corrected record on average across all five datasets. Geocode correction improved the overall match rate (the number of successful matches out of the total attempted) from 79.3 to 95%. The spatial shift between the location of original successfully matched geocodes and their corrected improved counterparts averaged 9.9 km per corrected record. After geocode correction the number of city and USPS ZIP code accuracy geocodes were reduced from 10,959 and 1,031 to 6,284 and 200, respectively, while the number of building centroid accuracy geocodes increased from 0 to 2,261.</p> <p>Conclusion</p> <p>The results indicate that manual geocode correction using a web-based interactive approach is a feasible and cost effective method for improving the quality of geocoded data. The level of effort required varies depending on the type of data geocoded. These results can be used to choose between data improvement options (e.g., manual intervention, pseudocoding/geo-imputation, field GPS readings).</p

Effect of geocoding errors on traffic-related air pollutant exposure and concentration estimates

Exposure to traffic-related air pollutants is highest very near roads, and thus exposure estimates are sensitive to positional errors. This study evaluates positional and PM2.5 concentration errors that result from the use of automated geocoding methods and from linearized approximations of roads in link-based emission inventories. Two automated geocoders (Bing Map and ArcGIS) along with handheld GPS instruments were used to geocode 160 home locations of children enrolled in an air pollution study investigating effects of traffic-related pollutants in Detroit, Michigan. The average and maximum positional errors using the automated geocoders were 35 and 196 m, respectively. Comparing road edge and road centerline, differences in house-to-highway distances averaged 23 m and reached 82 m. These differences were attributable to road curvature, road width and the presence of ramps, factors that should be considered in proximity measures used either directly as an exposure metric or as inputs to dispersion or other models. Effects of positional errors for the 160 homes on PM2.5 concentrations resulting from traffic-related emissions were predicted using a detailed road network and the RLINE dispersion model. Concentration errors averaged only 9%, but maximum errors reached 54% for annual averages and 87% for maximum 24-h averages. Whereas most geocoding errors appear modest in magnitude, 5% to 20% of residences are expected to have positional errors exceeding 100 m. Such errors can substantially alter exposure estimates near roads because of the dramatic spatial gradients of traffic-related pollutant concentrations. To ensure the accuracy of exposure estimates for traffic-related air pollutants, especially near roads, confirmation of geocoordinates is recommended

Criminal Mobility Of Robbery Offenders

The current paper addresses the mobility and willingness to travel of robbery offenders. A five-sector robbery typology was constructed, consisting of: personal robbery, commercial robbery, carjacking robbery, home-invasion robbery, and robbery by sudden snatching. Defining mobility as the straight-line distance between the offender\u27s home residence and the location of the robbery offense, the extent of criminal mobility for each type of robbery offense was analyzed. Using geographical information system (GIS) technologies and, more specifically, geocoding software programs, the latitudinal and longitudinal coordinates of the offender\u27s home and offense\u27s location was determined. It was found that a subset of robbery offenders exhibit relatively high mobility across all five robbery types. However, distinct mobility patterns also emerged between the different types of robbery offenses. Policy and research implications from these findings are discussed

Methods and Measures for Analyzing Complex Street Networks and Urban Form

Complex systems have been widely studied by social and natural scientists in terms of their dynamics and their structure. Scholars of cities and urban planning have incorporated complexity theories from qualitative and quantitative perspectives. From a structural standpoint, the urban form may be characterized by the morphological complexity of its circulation networks - particularly their density, resilience, centrality, and connectedness. This dissertation unpacks theories of nonlinearity and complex systems, then develops a framework for assessing the complexity of urban form and street networks. It introduces a new tool, OSMnx, to collect street network and other urban form data for anywhere in the world, then analyze and visualize them. Finally, it presents a large empirical study of 27,000 street networks, examining their metric and topological complexity relevant to urban design, transportation research, and the human experience of the built environment.Comment: PhD thesis (2017), City and Regional Planning, UC Berkele