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A24 Electrically-assisted bikes: understanding the health potential
Oral Abstracts / Journal of Transport & Health 2 (2015) S5–S63
S17
Results:
In the random effects models, the walkability index was positively associated with the odds of engaging in any walking activity and with walking frequency and exercise units. However, no significant associations between walkability and walking behavior were observed in the fixed effects models. Hausman tests suggested that the random effects estimates were biased for walking participation and exercise units, favoring the use of fixed effects.
Conclusions:
The built environment was associated with walking activity in random effects but not fixed effects models. Approaches that base estimates on variation between units (e.g., cross-sectional and random effects regression) may be subject to bias from unmeasured confounding, such as that arising from residential self-selection.
http://dx.doi.org/10.1016/j.jth.2015.04.511
A24 Electrically-assisted bikes: understanding the health potential Sally Cairns a,b,b, Frauke Behrendt c, David Raffo d, Clare Harmer a a
TRL, UK UCL, UK c University of Brighton, UK d David Raffo Associates b
Abstract Background:
Electrically-assisted bikes (shortened here to ‘e-bikes’), which require the user to pedal but have a motor that the user can choose to use to reduce the effort required, are becoming increasingly popular. There are estimated to be over a million such bikes in use across Europe. Various studies suggest the effort required to use them constitutes at least ‘moderate’ physical activity, with potential health benefits for those who increase their physical activity by using them.
Methods: This research included survey work with two major employers in Brighton, and two years of monitored trials, where 80 employees were loaned an e-bike (with an associated support package). Trial participants were advised to use the bikes as much, or as little, as they wished. Results:
Initial workplace surveys revealed high levels of interest, with about 40% of those replying being keen to participate in the trials. This included interest from groups which are traditionally less likely to cycle, as assessed using Chi-square tests of independence on both our evidence and National Travel Survey data. Nearly half the respondents who classified themselves as doing less than 30 min of physical activity (moderate or vigorous) per week asked to be part of the trial. Of all respondents who asked to be part of the trial, 42% had a BMI indicating that they were overweight or obese. For the 80 participants who borrowed bikes, three-quarters chose to use them at least once a week during their 6-8 week trial period. Across all participants, the average mileage cycled was 15-20 miles per week; car mileage was reduced by 20%; and 59% reported that their overall physical activity increased (including 29 of the 43 participants who reported doing less than 2.5 h weekly physical activity before the trial). At the end of the trial, 73% said they would cycle to work at least one day a week ‘if they had an e-bike available to use’.
Conclusions:
The study indicated that e-bikes can stimulate interest in cycling amongst people who are typically less likely to do so. Furthermore, when an e-bike is made available, many people choose to use it, and it has substantial effects on their travel behaviour. As such, these bikes could help to encourage active travel amongst groups who traditionally undertake less exercise, or who feel unable to use a conventional bike, either due to personal physical limitations, or because of the geography of where they live.
http://dx.doi.org/10.1016/j.jth.2015.04.512
A25 Traffic stress and bicycling to elementary and junior high school: Evidence from Davis, California Dillon Fitch, Calvin Thigpen, Susan Handy University of California, Davis, USA
Abstract Background:
A growing body of evidence shows that youth who walk or bike to school have higher levels of overall physical activity. In turn, greater physical activity is associated with lower incidence of chronic disease and better physical and psychological wellbeing. This association is especially important considering the increasing prevalence of obesity-related diseases (e.g. type II diabetes, cardiovascular disease), and the tracking of health from childhood to adulthood. Although the direct relationship between active travel to school and general measures of health is uncertain, it is reasonable to expect mostly positive effects of active travel on the health of youth. Indeed, at least one study has documented a relationship between bicycling to school and a more specific measure of health, cardiorespiratory fitness. In the U.S., where bicycling to school is uncommon, there is therefore an opportunity to improve health by increasing rates of bicycling to school. Previous research has identified several factors that influence bicycling to school, including (among others): access to bicycles, attitudes and perceptions about bicycling, parental encouragement, and distance/time from home to school. However, the influence of the urban environment on bicycling to school is not well studied in the U.S., and current evidence is inconsistent. This study examines the factors associated with bicycling to elementary and junior high school, with particular focus on the barrier of traffic safety as influenced by various roadway characteristics.
S17
Results:
In the random effects models, the walkability index was positively associated with the odds of engaging in any walking activity and with walking frequency and exercise units. However, no significant associations between walkability and walking behavior were observed in the fixed effects models. Hausman tests suggested that the random effects estimates were biased for walking participation and exercise units, favoring the use of fixed effects.
Conclusions:
The built environment was associated with walking activity in random effects but not fixed effects models. Approaches that base estimates on variation between units (e.g., cross-sectional and random effects regression) may be subject to bias from unmeasured confounding, such as that arising from residential self-selection.
http://dx.doi.org/10.1016/j.jth.2015.04.511
A24 Electrically-assisted bikes: understanding the health potential Sally Cairns a,b,b, Frauke Behrendt c, David Raffo d, Clare Harmer a a
TRL, UK UCL, UK c University of Brighton, UK d David Raffo Associates b
Abstract Background:
Electrically-assisted bikes (shortened here to ‘e-bikes’), which require the user to pedal but have a motor that the user can choose to use to reduce the effort required, are becoming increasingly popular. There are estimated to be over a million such bikes in use across Europe. Various studies suggest the effort required to use them constitutes at least ‘moderate’ physical activity, with potential health benefits for those who increase their physical activity by using them.
Methods: This research included survey work with two major employers in Brighton, and two years of monitored trials, where 80 employees were loaned an e-bike (with an associated support package). Trial participants were advised to use the bikes as much, or as little, as they wished. Results:
Initial workplace surveys revealed high levels of interest, with about 40% of those replying being keen to participate in the trials. This included interest from groups which are traditionally less likely to cycle, as assessed using Chi-square tests of independence on both our evidence and National Travel Survey data. Nearly half the respondents who classified themselves as doing less than 30 min of physical activity (moderate or vigorous) per week asked to be part of the trial. Of all respondents who asked to be part of the trial, 42% had a BMI indicating that they were overweight or obese. For the 80 participants who borrowed bikes, three-quarters chose to use them at least once a week during their 6-8 week trial period. Across all participants, the average mileage cycled was 15-20 miles per week; car mileage was reduced by 20%; and 59% reported that their overall physical activity increased (including 29 of the 43 participants who reported doing less than 2.5 h weekly physical activity before the trial). At the end of the trial, 73% said they would cycle to work at least one day a week ‘if they had an e-bike available to use’.
Conclusions:
The study indicated that e-bikes can stimulate interest in cycling amongst people who are typically less likely to do so. Furthermore, when an e-bike is made available, many people choose to use it, and it has substantial effects on their travel behaviour. As such, these bikes could help to encourage active travel amongst groups who traditionally undertake less exercise, or who feel unable to use a conventional bike, either due to personal physical limitations, or because of the geography of where they live.
http://dx.doi.org/10.1016/j.jth.2015.04.512
A25 Traffic stress and bicycling to elementary and junior high school: Evidence from Davis, California Dillon Fitch, Calvin Thigpen, Susan Handy University of California, Davis, USA
Abstract Background:
A growing body of evidence shows that youth who walk or bike to school have higher levels of overall physical activity. In turn, greater physical activity is associated with lower incidence of chronic disease and better physical and psychological wellbeing. This association is especially important considering the increasing prevalence of obesity-related diseases (e.g. type II diabetes, cardiovascular disease), and the tracking of health from childhood to adulthood. Although the direct relationship between active travel to school and general measures of health is uncertain, it is reasonable to expect mostly positive effects of active travel on the health of youth. Indeed, at least one study has documented a relationship between bicycling to school and a more specific measure of health, cardiorespiratory fitness. In the U.S., where bicycling to school is uncommon, there is therefore an opportunity to improve health by increasing rates of bicycling to school. Previous research has identified several factors that influence bicycling to school, including (among others): access to bicycles, attitudes and perceptions about bicycling, parental encouragement, and distance/time from home to school. However, the influence of the urban environment on bicycling to school is not well studied in the U.S., and current evidence is inconsistent. This study examines the factors associated with bicycling to elementary and junior high school, with particular focus on the barrier of traffic safety as influenced by various roadway characteristics.