Planning and Designing Walkable Cities: A Smart Approach

Walking may be considered one of the most sustainable and democratic ways of travelling within a city, thus providing benefits not only to pedestrians but also to the urban environment. Besides, walking is also one of the means of transport most likely subjected to factors outside an individual\u2019s control, like social or physical abilities to walk and the presence of comfortable and safe street infrastructures and services. Therefore, improving urban conditions provided to pedestrians has positive impacts on walkability. At the same time technological solutions and innovations have the power to encourage and support people to walk by overcoming immaterial barriers due to a lack of information or boring travel and they give to decision makers the possibility to gain data to understand how and where people travel. Merging these two dimensions into a unique approach can drastically improve accessibility, attractiveness, safety, comfort and security of urban spaces. In this context, this paper aims to draw a more multifaceted context for walkability, where new technologies assume a key role for introducing new approaches to pedestrian paths planning and design and thus for enhancing this mode of transport. Indeed, by combining more traditional spatial-based and perceptual analysis of the urban environment with technological applications and social media exploitation there will be room to better support the decision on and to enhance satisfaction of walking as well as to easier plan and design more walkable cities

Changes in mode of travel to work: a natural experimental study of new transport infrastructure

Background: New transport infrastructure may promote a shift towards active travel, thereby improving population health. The purpose of this study was to determine the effect of a major transport infrastructure project on commuters' mode of travel, trip frequency and distance travelled to work. Methods: Quasi-experimental analysis nested within a cohort study of 470 adults working in Cambridge, UK. The intervention consisted of the opening of a guided busway with a path for walking and cycling in 2011. Exposure to the intervention was defined as the negative of the square root of the shortest distance from home to busway. The outcome measures were changes in commute mode share and number of commute trips - both based on a seven-day travel-to-work record collected before (2009) and after (2012) the intervention - and change in objective commute distance. The mode share outcomes were changes in the proportions of trips (i) involving any active travel, (ii) involving any public transport, and (iii) made entirely by car. Separate multinomial regression models were estimated adjusting for commute and sociodemographic characteristics, residential settlement size and life events. Results: Proximity to the busway predicted an increased likelihood of a large (>30 %) increase in the share of commute trips involving any active travel (relative risk ratio [RRR] 1.80, 95 % CI 1.27, 2.55) and a large decrease in the share of trips made entirely by car (RRR 2.09, 95 % CI 1.35, 3.21), as well as a lower likelihood of a small (<30 %) reduction in the share of trips involving any active travel (RRR 0.47, 95 % CI 0.28, 0.81). It was not associated with changes in the share of commute trips involving any public transport, the number of commute trips, or commute distance. Conclusions: The new infrastructure promoted an increase in the share of commuting trips involving active travel and a decrease in the share made entirely by car. Further analysis will show the extent to which the changes in commute mode share were translated into an increase in time spent in active commuting and consequent health gain

Ambiente construido y ambiente social: asociaciones con el exceso de peso en adultos

The aim of this study was to assess associations between the built environment and social environment and excess weight in an urban population. Participants were selected from the Surveillance System for Risk Factors for Chronic Diseases (VIGITEL). The study used data from the city of Belo Horizonte, Minas Gerais State, Brazil. A total of 3,425 interviews from the years 2008 and 2009 were used. Georeferenced data on parks, squares, and locations for physical exercise, population density, and food stores were used to assess the built environment. Description of the social environment used income and homicide rate for the neighborhood. Environmental variables associated independently with excess weight were population density, presence of parks, squares, and locations for physical exercise, and self-reported presence of locations for physical exercise. The findings show that residential neighborhood characteristics are associated with excess weight in urban adults. Os participantes foram selecionados com base no Sistema de Vigilância de Fatores de Risco para Doenças Crônicas (VIGITEL). O trabalho foi realizado com dados da cidade de Belo Horizonte, Minas Gerais, Brasil. Foram utilizadas 3.425 entrevistas referentes aos anos de 2008 e 2009. Informações georreferenciadas de parques, praças, lugares para a prática de atividade física, densidade populacional e estabelecimentos alimentares foram usadas para avaliar o ambiente construído. Para caracterizar o ambiente social foi utilizada renda e taxa de homicídio da vizinhança. As variáveis ambientais associadas independentemente com excesso de peso foram densidade populacional, presença de parques, praças e locais para a prática de atividade física e o autorrelato de locais para a prática de atividade física. As evidências deste estudo mostram que as características das vizinhanças onde as pessoas residem estão associadas ao excesso de peso de adultos do meio urbano.O objetivo deste estudo foi avaliar as associações das variáveis do ambiente construído e social com o excesso de peso em uma população urbana. Os participantes foram selecionados com base no Sistema de Vigilância de Fatores de Risco para Doenças Crônicas (VIGITEL). O trabalho foi realizado com dados da cidade de Belo Horizonte, Minas Gerais, Brasil. Foram utilizadas 3.425 entrevistas referentes aos anos de 2008 e 2009. Informações georreferenciadas de parques, praças, lugares para a prática de atividade física, densidade populacional e estabelecimentos alimentares foram usadas para avaliar o ambiente construído. Para caracterizar o ambiente social foi utilizada renda e taxa de homicídio da vizinhança. As variáveis ambientais associadas independentemente com excesso de peso foram densidade populacional, presença de parques, praças e locais para a prática de atividade física e o autorrelato de locais para a prática de atividade física. As evidências deste estudo mostram que as características das vizinhanças onde as pessoas residem estão associadas ao excesso de peso de adultos do meio urbano.The authors wish to thank FAPEMIG, CNPq, and the Brazilian Ministry of Health for funding the research project

Can a motivational intervention overcome an unsupportive environment for walking: Findings from the Step-by-Step Study

Background Interventions to promote walking have rarely examined how their effects varied by the attributes of the physical environment. Purpose The purpose of this study is to examine whether perceptions of environmental walkability predicted change in walking behavior following an individual-based intervention to promote walking and whether the intervention buffered the effects of unsupportive environment for walking. Methods Inactive adults (aged 30–65 years, 85% women) who completed a 3-month randomized control trial comparing the effect of a single mail-out of a theoretically based self-help walking program (WP, n = 102); the same program plus a pedometer (WPP, n  = 105); and a “no-treatment” control group (C, n = 107). Measures included change in self-reported walking time for all purposes and in the proportion of people reporting regular walking (i.e., ≥150 min/week and ≥5 sessions/wk). Perceptions of environmental esthetics, safety from crime, proximity to destinations, access to walking facilities, traffic, streetlights, connectivity, and hilliness were assessed at baseline and dichotomized into “low” or “high” by the median score. Covariates were social support, self-efficacy, intention to change behavior, and sociodemographic characteristics. Results Adjusting for baseline walking, significant covariates, and study groups, walking time at follow-up was lower if streetlights or esthetics were perceived to be “low” (−24% and −22%, respectively) compared with “high” (p