Built Environment Interventions to Increase Active Travel: a Critical Review and Discussion

Purpose of Review: To review the literature on built environment interventions to increase active travel, focusing on work since 2000 and on methodological choices and challenges affecting studies. Recent Findings: Increasingly, there is evidence that built environment interventions can lead to more walking or cycling. Evidence is stronger for cycling than for walking interventions, and there is a relative lack of evidence around differential impacts of interventions. Some of the evidence remains methodologically weak, with much work in the ‘grey’ literature. Summary: While evidence in the area continues to grow, data gaps remain. Greater use of quasi-experimental techniques, improvements in routine monitoring of smaller schemes, and the use of new big data sources are promising. More qualitative research could help develop a more sophisticated understanding of behaviour change

OGRDB: a reference database of inferred immune receptor genes

The immune rejection of allografts is mediated by T cells via two distinct pathways: the direct and the indirect pathways. Direct alloresponse to intact donor MHC molecules is ensured by T cells which are polyclonal and directed toward a variety of antigens. This response is highly sensitive to treatment by immunosuppressive drugs including Cyclosporin A. Indirect alloresponse is oligoclonal and involves a few dominant antigen peptides on donor MHC. In contrast to its direct counterpart, indirect allorecognition is thought to be poorly sensitive to blockade by cyclosporin A. It is likely that indirect and direct types of alloresponses play different roles in the physiology of the rejection process. T cell responses occurring via direct allorecognition play a critical role during the early phase of acute graft rejection by sensitizing the host to graft antigens. Alternatively, once such sensitization has taken place, indirect type of alloresponse may become predominant and presumably represent the driving force in the actual destruction of transplanted tissues. In addition, we and others have provided strong circumstantial evidence indicating that secondary T cell responses via indirect allorecognition spread to new determinants on donor MHC and tissue-specific antigens. This phenomenon is likely to play an important role in late and chronic rejection, a major obstacle to long-term graft acceptance in clinical transplantation. Finally, a series of studies have demonstrated that early, pre-transplant treatment with tolerogenic donor-derived MHC peptides can protect the graft from rejection in rodents. Although the mechanisms involved in MHC-peptide-induced tolerance are ill defined, this strategy represents a promising approach for ensuring long-lasting graft acceptance in the absence of widespread immunosuppression. It is now crucial to further explore the mechanims involved in immunogenicity and tolerogenicity of MHC peptides and to initiate clinical studies to evaluate the efficacy of blocking indirect alloresponses in transplanted patients

Opportunities to stimulate active transport

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How Combined Trip Purposes Are Associated with Transport Choice for Short Distance Trips. Results from a Cross-Sectional Study in the Netherlands

Background: One way to increase physical activity is to stimulate a shift from car use to walking or cycling. In single-purpose trips, purpose was found to be an important predictor of transport choice. However, as far as known, no studies have been conducted to see how trips with combined purposes affect this decision. This study was designed to provide insight into associations between combined purposes and transport choice

Perceived health status associated with transport choice for short distance trips

Background: This study examines the association between active transport and perceived general health, perceived psychological wellbeing and a healthy body weight in the Netherlands. Methods: Data were collected by an online questionnaire (N = 3663) in the Netherlands. Data collection was conducted over a period of one calendar year starting July 2012. Logistic regression analyses were used to investigate the association between choice of transport mode (bicycling vs car use and walking vs car use) and perceived general health, perceived psychological wellbeing and having a healthy weight respectively. The presented OR's may be interpreted as the likelihood of an average person in our dataset to have a better perceived health or body weight when choosing active transport (either bicycling or walking) over using the car for trips up to 7.5 km. Results: Cycling was found to be significantly associated with a better perceived general health (OR = 1.35, 95%CI:1.07–1.70) and having a healthy body weight (OR = 1.52, 95%CI:1.28–1.79), but not with a better perceived psychological wellbeing (OR = 1.12, 95%CI:0.93–1.34). Walking was found to be significantly associated with having a healthy body weight (OR = 1.35, 95%CI:1.09–1.69), but not with a better perceived general (OR = 1.12, 95%CI:0.84–1.51) or psychological wellbeing (OR = 0.85, 95%CI:0.67–1.08). Conclusion: Our results suggest that active transport use has been associated with a better perceived general health and a healthy body weight. However, more research is needed to be able to elucidate which factors cause this better health. No associations were observed between transport choice and perceived psychological wellbeing

Perceived accessibility is an important factor in transport choice : results from the AVENUE project

Stimulating active transport by encouraging replacement of short-distance car trips by active transport modes such as cycling or walking has become a popular policy strategy. It has been suggested that neighbourhoods, designed to facilitate healthy behaviour, can influence a person?s behavioural choices such as transport choice. In the present study, we investigated the association between perceived accessibility of facilities and transport choice for three different trip purposes (shopping, going to public natural spaces, and going to sports facilities) in the Netherlands. An online questionnaire (N=3663) was used to collect data concerning transport choice for the general Dutch population over a period of one calendar year starting July 2012. Logistic regression analyses were used to model the odds of cycling versus car use and to model the odds of walking versus car use. When perceived accessibility by car is high, persons were less likely to use active transport modes (OR range: 0.09—0.66) and when perceived accessibility by active transport modes is high, persons were more likely to use the bicycle (OR range: 2.18—10.43) or walk (OR range: 2.97—11.22). Our results showed a strong association between perceived accessibility and transport choice even after adjusting for personal and environmental characteristics. Our results suggest that perceived accessibility should be taken into account when stimulating a shift from car use to cycling or walking. (Author/publisher

Perceived accessibility is an important factor in transport choice : results from the avenue project

Background Stimulating active transport by encouraging replacement of short-distance car trips by active transport modes such as cycling or walking has become a popular policy strategy. It has been suggested that neighbourhoods, designed to facilitate healthy behaviour, can influence a person׳s behavioural choices such as transport choice. In the present study, we investigated the association between perceived accessibility of facilities and transport choice for three different trip purposes (shopping, going to public natural spaces, and going to sports facilities) in the Netherlands. Methods An online questionnaire (N=3663) was used to collect data concerning transport choice for the general Dutch population over a period of one calendar year starting July 2012. Logistic regression analyses were used to model the odds of cycling versus car use and to model the odds of walking versus car use. Results When perceived accessibility by car is high, persons were less likely to use active transport modes (OR range: 0.09–0.66) and when perceived accessibility by active transport modes is high, persons were more likely to use the bicycle (OR range: 2.18–10.43) or walk (OR range: 2.97–11.22). Conclusions Our results showed a strong association between perceived accessibility and transport choice even after adjusting for personal and environmental characteristics. Our results suggest that perceived accessibility should be taken into account when stimulating a shift from car use to cycling or walking