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The COVID-19 pandemic forced a shift in long established participatory visual qualitative methods. Some researchers adapted photovoice— which traditionally happens in-person—and used technology to connect with participants referred to as "digitally mediated photovoice". Collective knowledge about best practices for digitally mediated photovoice to support and enhance research with older adults is in its infancy. Thus, to advance the field, we describe our approach to digitally mediated photovoice with older adults for a study in Vancouver, Canada. We explore participant and researcher reflections with data generated during three sessions over two-and-a-half years during the COVID-19 pandemic. The first two virtual interview sessions used photo elicitation, and the third session was an in-person interactive photography exhibition. We identified three central benefits to using digitally mediated photovoice. This approach 1. built rapport through the shared experience of navigating technology; 2. allowed a rich exchange of information despite physical distancing; and 3. facilitated opportunity for participants to exercise their agency. As we consider constraints for in-person data collection, digitally mediated photovoice may offer an avenue to establish mutually beneficial researcher-participant relationships with older adults. We add to the growing body of literature that addresses how qualitative researchers incorporate technology into the research process to reshape how we understand intimacy and access. [ABSTRACT FROM AUTHOR]

The COVID-19 pandemic forced a shift in long established participatory visual qualitative methods. Some researchers adapted photovoice--which traditionally happens in-person--and used technology to connect with participants referred to as "digitally mediated photovoice". Collective knowledge about best practices for digitally mediated photovoice to support and enhance research with older adults is in its infancy. Thus, to advance the field, we describe our approach to digitally mediated photovoice with older adults for a study in Vancouver, Canada. We explore participant and researcher reflections with data generated during three sessions over two-and-a-half years during the COVID-19 pandemic. The first two virtual interview sessions used photo elicitation, and the third session was an in-person interactive photography exhibition. We identified three central benefits to using digitally mediated photovoice. This approach 1. built rapport through the shared experience of navigating technology; 2. allowed a rich exchange of information despite physical distancing; and 3. facilitated opportunity for participants to exercise their agency. As we consider constraints for in-person data collection, digitally mediated photovoice may offer an avenue to establish mutually beneficial researcher-participant relationships with older adults. We add to the growing body of literature that addresses how qualitative researchers incorporate technology into the research process to reshape how we understand intimacy and access. [ABSTRACT FROM AUTHOR]

Canadian cities have made significant investments in cycling infrastructure to support uptake in active transportation. Who has spatial access to supportive infrastructure is an important equity question: lack of access to safe infrastructure for cycling may limit who has an option to use a bicycle to meet their transportation needs (to access employment, educational, social, or other essential services) as well as who may achieve the physical and mental health benefits possible through physical activity. Our aim is to measure spatial access to cycling infrastructure in Canadian cities, and to provide a broad, national understanding of inequitable access to cycling infrastructure for equity-deserving populations (children, seniors, recent immigrants, visible minorities, and people with low incomes). Accordingly, we used a national dataset of cycling infrastructure (Can-BICS), which summarizes the quantity of cycling infrastructure for all dissemination areas in Canada, and 2016 Census data to estimate associations between area-level sociodemographic characteristics and access to cycling infrastructure. In unadjusted associations, equity-deserving groups (i.e., recent immigrants and people with low incomes) had better access to cycling infrastructure. Pearson coefficients highlighted variations in the equity of cycling infrastructure across cities. Overall, access was more equitable across equity-deserving groups in large cities, compared to mid-sized and small cities. After adjusting for covariates related to urban form and mode share, access to cycling infrastructure was higher in areas with more seniors, more recent immigrants, more visible minorities, and more people with low incomes, but lower in areas with more children. More importantly, there are still a substantial number of people from equity-deserving groups living in areas with very low levels of cycling infrastructure. For example, ∼ 1.5 million children under the age of 14 (31% of children), 1.5 million older adults (31%), 1.4 million visible minorities, and 0.5 million people with low income (20%) live in dissemination areas with the lowest level of cycling infrastructure. These results highlight the need to understand which populations stand to gain by cycling infrastructure investments and which populations are being left behind. This methodology represents a useful tool for information transport policy initiatives to advance bicycle equity at a national scale. [ABSTRACT FROM AUTHOR]

There is no standard naming convention for cycling infrastructure across cities. Our aim was to develop a common nomenclature for cycling infrastructure in Canada, relevant to the context of public health practice. We drew on transportation engineering design guides and public health guidance to develop a bicycle facility classification system: the Canadian Bikeway Comfort and Safety (Can-BICS) classification system, a three-tiered classification scheme that groups five bicycle facilities based on safety performance and user comfort. Adopting consistent nomenclature as per the Can-BICS system will support regional and national surveillance efforts in public health, planning and sustainability. [ABSTRACT FROM AUTHOR]

Numerous studies have explored associations between bicycle network characteristics and bicycle ridership. However, the majority of these studies have been conducted in inner metropolitan regions and as such, there is limited knowledge on how various characteristics of bicycle networks relate to bicycle trips within and across entire metropolitan regions, and how the size and composition of study regions impact on the association between bicycle network characteristics and bicycle ridership. We conducted a retrospective analysis of household travel survey data and bicycle infrastructure in the Greater Melbourne region, Australia. Seven network metrics were calculated (length of the bicycle network, betweenness centrality, degree centrality, network density, network coverage, intersection density and average weighted slope) and Bayesian spatial models were used to explore associations between these network characteristics and bicycle ridership. We demonstrated that bicycle ridership was associated with several network characteristics, and that these characteristics varied according to the outcome (count of the number of trips made by bike or the proportion of trips made by bike) and the size and characteristics of the study region. These findings challenge the utility of approaches based on spatially modeling network characteristics and bicycle ridership when informing the monitoring and evaluation of bicycle networks. Further efforts are required to be able to quantify network characteristics that reflect the myriad of factors that influence comfort and safety for people of all ages and abilities. [ABSTRACT FROM AUTHOR]

BACKGROUND: Mode share is an important metric for active school travel programs. Common methods for measuring mode share include Hands Up surveys and family surveys, but these require teacher and parental involvement. We used these methods as part of an evaluation of a school‐based bicycle training program, and added a novel observational count approach. This paper compares mode share results across the 3 methods. METHODS: We collected data over 2015–2017 at 16 elementary schools. Our outcome of interest was mode share (walk, drive, and bicycle). RESULTS: We found variations in travel mode estimates between methods and across schools. Overall most school journeys were made by walking (55.7% by observational counts, 46.3% by Hands Up surveys, and 51.5% by family surveys) or car (42.5%, 51.4%, and 46.2%, respectively), and a small proportion by bicycle (1.8%, 2.3%, and 2.2%, respectively). At individual schools, Hands Up and family survey results were similar; there was less agreement between these and observational counts. CONCLUSION: School travel practitioners face pragmatic choices in data collection. Observational counts are a nonintrusive method suited for school‐wide travel patterns. Hands up and family surveys may be more appropriate for assessing differences between classrooms, ages, or family characteristics. [ABSTRACT FROM AUTHOR]

In the past decade, there has been an increasing interest in older adults' mobility. Most often, mobility is measured quantitatively as physical movement (e.g. physical activity) or travel behavior (e.g. trips, modes, and distances). There is a need to integrate both quantitative and qualitative data over time to visualize both context and content in a spatial and temporal dimension and discover patterns and explanations for their underlying processes. We aim to address this gap by demonstrating how a grounded visualization approach can be used to explore sociospatial and temporal complexities of older adults' mobility. We present two cases of active community (urban) dwelling older adults with low incomes (age > 65) who live in Metro Vancouver, Canada, over a period of 4 years. Geographical Position Systems (GPS) (QStarz Datalogger BT-Q1000x) data is used to capture the destinations participants travel to and the routes they take to get there. Survey data provides socio-demographic characteristics and neighborhood environments. Interview data capture perceptions, attitudes, and motivations of destinations and route choices over time. Integration of the methods identified the following themes: spatial perceptions of neighborhood, consistency in travel patterns, changes in physical health, familiarity with place and access over time. Our grounded visualization approach demonstrates how georeferenced qualitative data can be combined with quantitative spatial data to provide a deeper understanding of the complexity of older adults' mobility experiences over time. Findings illustrate that time is a necessary component of older adults' engagement with place; familiarity influences spatial perceptions of local and distant ‘neighbourhoods’; and older adults prioritize destinations that allow them to engage in multiple activities. By integrating methods we are able to gain a better understanding of challenges faced by older adults at multiple systems levels, and uncover resources and assets available to remediate them. [ABSTRACT FROM AUTHOR]

Introduction: Public bike share users have low prevalence of helmet use, and few public bike share systems make helmets available. In summer 2016, a public bike share system launched in Vancouver, BC. Each bicycle is equipped with a free helmet, in response to BC's all-ages compulsory helmet law. This study assessed the prevalence of helmet use among adult cyclists on personal and public bicycles in Vancouver.Methods: A survey of adult cyclists (age estimated at ≥16 years) at five screen line sites and at 15 public bike share docking stations was conducted. Observations were made on fair weather days in 2016. Observers recorded the gender of the rider, bicycle type, helmet use, and helmet type. In 2016, multivariable logistic regression was used to calculate the odds of helmet use by personal and trip characteristics.Results: Observers conducted 87.5 hours of observation and recorded 11,101 cyclists. They observed 10,704 (96.4%) cyclists on personal bicycles and 397 (3.6%) public bicycle users. Overall, the prevalence of helmet use was 78.1% (n=8,670/11,101), higher for personal bicycle riders (78.6%, n=8,416/10,704) than bike share users (64.0%, n=254/397). Helmet use was associated with gender, bicycle facility type, and day and time of travel.Conclusions: In a city with all-ages helmet legislation, helmet use is high but differs across infrastructure types and cyclist characteristics. Bike share systems could increase helmet use by providing complementary helmets coupled with supportive measures. [ABSTRACT FROM AUTHOR]

Background: While recent work emphasizes the multi-dimensionality of mobility, no current measure incorporates multiple domains of mobility. Using existing conceptual frameworks we identified four domains of mobility (physical, cognitive, social, transportation) to create a "Mobility Over Varied Environments Scale" (MOVES). We then assessed expected patterns of MOVES in the Canadian population.Methods: An expert panel identified survey items within each MOVES domain from the Canadian Community Health Survey- Healthy Aging Cycle (2008-2009) for 28,555 (weighted population n = 12,805,067) adults (≥45 years). We refined MOVES using principal components analysis and Cronbach's alpha and weighted items so each domain was 10 points. Expected mobility trends, as assessed by average MOVES, were examined by sociodemographic and health factors, and by province, using Analysis of Variance (ANOVA).Results: MOVES ranged from 0 to 40, where 0 represents individuals who are immobile and 40 those who are fully mobile. Mean MOVES was 29.58 (95% confidence interval (CI) 29.49, 29.67) (10th percentile: 24.17 (95% CI 23.96, 24.38), 90th percentile: 34.70 (CI 34.55, 34.85)). MOVES scores were lower for older, female, and non-white Canadians with worse health and lower socioeconomic status. MOVES was also lower for those who live in less urban areas.Conclusions: MOVES is a holistic measure of mobility for characterizing older adult mobility across populations. Future work should examine individual or neighborhood predictors of MOVES and its relationship to broader health outcomes. MOVES holds utility for research, surveillance, evaluation, and interventions around the broad factors influencing mobility in older adults. [ABSTRACT FROM AUTHOR]

Background: There is growing interest in designing cities that support not only walking, but also cycling. Bike Score® is a metric capturing environmental characteristics associated with cycling that is now available for over 160 US and Canadian cities. Our aim was to determine if Bike Score was associated with between and within-city variability in cycling behavior. Methods: We used linear regression to model associations between Bike Score and journey to work cycling mode share (US: American Community Survey, 2013 or 2012 5-year estimates; Canada: 2011 National Household Survey) for 5664 census tracts in 24 US and Canadian cities. Results: At the city level, the correlation between mean Bike Score and mean journey to work cycling mode share was moderate (r = 0.52). At the census tract level, the correlation was 0.35; a ten-unit increase in Bike Score was associated with a 0.5 % (95 % CI: 0.5 to 0.6) increase in the proportion of population cycling to work, a meaningful difference given the low modal shares (mean = 1.9 %) in many North American cities. Census tracts with the highest Bike Scores (>90 to 100) had mode shares 4.0 % higher (β =4.0, 95 % CI: 2.9 to 5.0) than the lowest Bike Score areas (0-25). City specific analyses indicated between-city variability in associations, with regression estimates between Bike Score and mode share ranging from 0.2 to 3.5 %. Conclusions: The Bike Score metric was associated bicycle mode share between and within cities, suggesting its utility for planning bicycle infrastructure. [ABSTRACT FROM AUTHOR]

Identifying the relevant geography is an ongoing obstacle to effectively evaluating the influence of neighborhood built environment on physical activity. We characterized density and diversity of destinations that 77 older adults experienced within individually representative Global Positioning System (GPS) activity spaces and traditional residential buffers and assessed their associations with accelerometry-measured physical activity. Traditional residential buffers had lower destination density and diversity than activity spaces. Activity spaces based only on pedestrian and bicycling trips had higher destination densities than all-mode activity spaces. Regardless of neighborhood definition, adjusted associations between destinations and physical activity generally failed to reach statistical significance. However, within pedestrian and bicycling-based activity spaces, each additional destination type was associated with 243.3 more steps/day (95% confidence interval (CI) [36.0, 450.7]). Traditional buffers may not accurately portray the geographic space or neighborhood resources experienced by older adults. Pedestrian and bicycling activity spaces elucidate the importance of destinations for facilitating active transportation. [ABSTRACT FROM AUTHOR]

Introduction: We extend previous research to illustrate how individual, interpersonal and neighbourhood factors in a high-density urban setting in Vancouver, Canada, shape social connectedness experiences of community-dwelling older adults during the first wave of the COVID-19 pandemic.Methods: We conducted 31 semi-structured interviews and collected objective measures of loneliness and social connectedness (surveys).Results: Three dimensions of the neighbourhood environment influenced social connectedness: (i) interactions with neighbours, (ii) involvement with neighbourhood-based organizations, and (ii) outdoor pedestrian spaces. Seventy-one percent of participants felt a strong sense of belonging to their local community, while 39% were classified as high or extremely lonely.Summary: Many participants leveraged pre-existing social ties to maintain connections during the pandemic. However, volunteer outreach was vital for more isolated older adults. Although many participants felt lonely and isolated at times, the relative ease and accessibility with which they could connect with others in their neighbourhood environment, may have helped mitigate persistent loneliness.Conclusion: Strategies that foster social connectedness over the longer term, need to prioritize the needs of older adults who face multiple barriers to equitable social participation. [ABSTRACT FROM AUTHOR]

Mobility—the ability to move about in one's neighbourhood and maintain independence—is essential for older adults' wellbeing. Neighbourhood environments support or hinder mobility especially as health declines and physical vulnerability increases with age. Linkages between mobility and planning and policy are key to designing age-friendly neighbourhoods with destinations that encourage older adults to get out and be physically active. We describe the mobility of older adults who live in a highly walkable neighbourhood. Specifically, we address the questions of ‘where do older adults go?’ (destinations) and ‘how they get there?’ (travel mode, physical activity). We recruited older adults (age 60+) who live in Vancouver's downtown core, an area acknowledged to be highly walkable (Walk Score ® : 94–97/100), and who leave their houses most days of the week. Participants ( n = 184) recorded travel in diaries and wore an ActiGraph GT3X + accelerometer for 7 days during September to October 2012. We classified reported destinations according to the North American Industry Classification System, and analysed mobility [trip rates (overall and walking), steps, moderate to vigorous physical activity (MVPA)] and associations between travel and physical activity-related mobility measures. Key destinations were grocery stores (13.6% of trips), restaurants (7.2%), malls/marketplaces (5.5%), and others' homes (5.4%). Participants made 4.6 (std: 2.5) one-way trips/day, took 7910.1 (3871.1) steps/day, and accrued 39.2 (32.9) minutes/day of MVPA. Two-thirds of trips were by active modes (62.8% walk, 3.2% bike) and 22.4% were by car. Trip rates were significantly associated with physical activity outcomes. Older adults living in highly walkable neighbourhoods were very mobile and frequently used active transportation. Travel destinations signify the importance of nearby commercial and social opportunities, even in a highly walkable environment. The high rates of active travel and physical activity in a walkable neighbourhood suggest that when provided compelling destinations, community dwelling older adults walk more and may achieve health benefits through daily travel. [ABSTRACT FROM AUTHOR]

Mobility—the ability to move about in one's neighbourhood and maintain independence—is essential for older adults' wellbeing. Neighbourhood environments support or hinder mobility especially as health declines and physical vulnerability increases with age. Linkages between mobility and planning and policy are key to designing age-friendly neighbourhoods with destinations that encourage older adults to get out and be physically active. We describe the mobility of older adults who live in a highly walkable neighbourhood. Specifically, we address the questions of ‘where do older adults go?’ (destinations) and ‘how they get there?’ (travel mode, physical activity). We recruited older adults (age 60+) who live in Vancouver's downtown core, an area acknowledged to be highly walkable (Walk Score ® : 94–97/100), and who leave their houses most days of the week. Participants ( n = 184) recorded travel in diaries and wore an ActiGraph GT3X + accelerometer for 7 days during September to October 2012. We classified reported destinations according to the North American Industry Classification System, and analysed mobility [trip rates (overall and walking), steps, moderate to vigorous physical activity (MVPA)] and associations between travel and physical activity-related mobility measures. Key destinations were grocery stores (13.6% of trips), restaurants (7.2%), malls/marketplaces (5.5%), and others' homes (5.4%). Participants made 4.6 (std: 2.5) one-way trips/day, took 7910.1 (3871.1) steps/day, and accrued 39.2 (32.9) minutes/day of MVPA. Two-thirds of trips were by active modes (62.8% walk, 3.2% bike) and 22.4% were by car. Trip rates were significantly associated with physical activity outcomes. Older adults living in highly walkable neighbourhoods were very mobile and frequently used active transportation. Travel destinations signify the importance of nearby commercial and social opportunities, even in a highly walkable environment. The high rates of active travel and physical activity in a walkable neighbourhood suggest that when provided compelling destinations, community dwelling older adults walk more and may achieve health benefits through daily travel. [ABSTRACT FROM AUTHOR]

Background Measuring mobility is critical for understanding neighborhood influences on older adults' health and functioning. Global Positioning Systems (GPS) may represent an important opportunity to measure, describe, and compare mobility patterns in older adults. Methods We generated three types of activity spaces (Standard Deviation Ellipse, Minimum Convex Polygon, Daily Path Area) using GPS data from 95 older adults in Vancouver, Canada. Calculated activity space areas and compactness were compared across sociodemographic and resource characteristics. Results Area measures derived from the three different approaches to developing activity spaces were highly correlated. Participants who were younger, lived in less walkable neighborhoods, had a valid driver's license, had access to a vehicle, or had physical support to go outside of their homes had larger activity spaces. Mobility space compactness measures also differed by sociodemographic and resource characteristics. Conclusions This research extends the literature by demonstrating that GPS tracking can be used as a valuable tool to better understand the geographic mobility patterns of older adults. This study informs potential ways to maintain older adult independence by identifying factors that influence geographic mobility. [ABSTRACT FROM AUTHOR]

The built environment has been shown to influence active transportation. Although spatial data for the built environment is increasingly available, there has been little effort to use existing data and knowledge to define and map 'bikeability' as an approach to promoting travel by bicycle. Our goal was to build a tool to identify areas that are more conducive and less conducive to cycling. We used empirical research to develop a bikeability index and geographic information systems to map the index across the Metro Vancouver region. Results of an opinion survey, travel behaviour studies, and focus groups were used to identify the components of the index and their relative importance. Pertinent geospatial data layers were scored and combined using a flexible weighting scheme to create a composite map highlighting both high and low bikeability areas. The bikeability index was comprised of five factors shown to consistently influence cycling: bicycle facility availability; bicycle facility quality; street connectivity; topography; and land use. For mapping purposes, we created corresponding metrics: density of bicycle facilities; separation from motor vehicle traffic; connectivity of bicycle-friendly roads (local streets, bicycle routes, and off-street paths); slope; and density of destination locations. Using empirical evidence to combine data layers for these metrics we generated a high-resolution (10 m) bikeability surface for the region, depicting bicycle-friendly areas and areas where cycling conditions need to be improved. Built environment interventions for specific locations are informed by evaluating scores for the five individual component layers. Mapping bikeability provides a powerful visual aid to identify zones where changes are needed to support sustainable travel. This evidence-based tool presents data in a user-friendly way for planners and policy makers. The overall bikeability score and its five component scores can guide local action to stimulate changes in cycling rates. It uses widely available data types, thus facilitating easy application in other cities. Furthermore, the flexible parameters and weighting scheme enable users elsewhere to tailor it to evidence about local preferences and conditions. [ABSTRACT FROM AUTHOR]

Background: Stakeholders, as originally defined in theory, are groups or individual who can affect or are affected by an issue. Stakeholders are an important source of information in health research, providing critical perspectives and new insights on the complex determinants of health. The intersection of built and social environments with older adult mobility is an area of research that is fundamentally interdisciplinary and would benefit from a better understanding of stakeholder perspectives. Although a rich body of literature surrounds stakeholder theory, a systematic process for identifying health stakeholders in practice does not exist. This paper presents a framework of stakeholders related to older adult mobility and the built environment, and further outlines a process for systematically identifying stakeholders that can be applied in other health contexts, with a particular emphasis on concept mapping research. Methods: Informed by gaps in the relevant literature we developed a framework for identifying and categorizing health stakeholders. The framework was created through a novel iterative process of stakeholder identification and categorization. The development entailed a literature search to identify stakeholder categories, representation of identified stakeholders in a visual chart, and correspondence with expert informants to obtain practice-based insight. Results: The three-step, iterative creation process progressed from identifying stakeholder categories, to identifying specific stakeholder groups and soliciting feedback from expert informants. The result was a stakeholder framework comprised of seven categories with detailed sub-groups. The main categories of stakeholders were, (1) the Public, (2) Policy makers and governments, (3) Research community, (4) Practitioners and professionals, (5) Health and social service providers, (6) Civil society organizations, and (7) Private business. Conclusions: Stakeholders related to older adult mobility and the built environment span many disciplines and realms of practice. Researchers studying this issue may use the detailed stakeholder framework process we present to identify participants for future projects. Health researchers pursuing stakeholder-based projects in other contexts are encouraged to incorporate this process of stakeholder identification and categorization to ensure systematic consideration of relevant perspectives in their work. [ABSTRACT FROM AUTHOR]

growing body of evidence links the built environment to physical activity levels, health outcomes, and transportation behaviors. However, little of this research has focused on cycling, a sustainable transportation option with great potential for growth in North America. This study examines associations between decisions to bicycle (versus drive) and the built environment, with explicit consideration of three different spatial zones that may be relevant in travel behavior: trip origins, trip destinations, and along the route between. We analyzed 3,280 utilitarian bicycle and car trips in Metro Vancouver, Canada made by 1,902 adults, including both current and potential cyclists. Objective measures were developed for built environment characteristics related to the physical environment, land use patterns, the road network, and bicycle-specific facilities. Multilevel logistic regression was used to model the likelihood that a trip was made by bicycle, adjusting for trip distance and personal demographics. Separate models were constructed for each spatial zone, and a global model examined the relative influence of the three zones. In total, 31% (1,023 out of 3,280) of trips were made by bicycle. Increased odds of bicycling were associated with less hilliness; higher intersection density; less highways and arterials; presence of bicycle signage, traffic calming, and cyclist-activated traffic lights; more neighborhood commercial, educational, and industrial land uses; greater land use mix; and higher population density. Different factors were important within each spatial zone. Overall, the characteristics of routes were more influential than origin or destination characteristics. These findings indicate that the built environment has a significant influence on healthy travel decisions, and spatial context is important. Future research should explicitly consider relevant spatial zones when investigating the relationship between physical activity and urban form. [ABSTRACT FROM AUTHOR]

Purpose. To provide evidence about the types of transportation infrastructure that support bicycling. Design. Population-based survey with pictures to depict 16 route types. Setting. Metro Vancouver, Canada. Subjects. 1402 adult current and potential cyclists, i.e., the "near market"for cycling (representing 31% of the population). Measures. Preference scores for each infrastructure type (scale from - 1, very unlikely to use, to + 1, very likely to use); current frequency of use of each infrastructure type (mean number of times/y). Analyses. Descriptive statistics across demographic segments; multiple linear regression. Results. Most respondents were likely or very likely to choose to cycle on the following broad route categories: off-street paths (71%-85% of respondents); physically separated routes next to major roads (71%); and residential routes (48%-65%). Rural roads (21%-49%) and routes on major streets (16%-52%) were least likely to be chosen. Within the broad categories, routes with traffic calming, bike lanes, paved surfaces, and no on-street parking were preferred, resulting in increases in likelihood of choosing the route from 12% to 37%. Findings indicate a marked disparity between preferred cycling infrastructure and the route types that were currently available and commonly used. Conclusion. This study provides evidence for urban planners about bicycling infrastructure designs that could lead to an increase in active transportation. [ABSTRACT FROM AUTHOR]

Abstract: With increasing fuel costs, greater awareness of greenhouse gas emissions and increasing obesity levels, cycling is promoted as a health promoting and sustainable transport mode. We developed a cycling route planner (http://cyclevancouver.ubc.ca) for Metro Vancouver, British Columbia, Canada, to facilitate cycling amongst the general public and to facilitate new route location by transportation planners. The geographical information system-based planner incorporates variables that influence choices to travel by bicycle (e.g., distance, elevation gain, safety, route features, air pollution and links to transit) in selecting the preferred routing. Using a familiar and user-friendly Google Maps interface, the planner allows individuals to seek optimized cycling routes throughout the region based on their own preferences. In addition to the incorporation of multiple user preferences in route selection, the planner is unique amongst cycling route planners in its use of topology to minimize data storage redundancy, its reliance on node/vertex index tables to increase efficiency of the route selection process, and the use of web services and asynchronous technologies for quick data delivery. Use of this tool can help promote bicycle travel as a form of active transportation and help lower greenhouse gas carbon dioxide (CO2) and air pollutant emissions by reducing car trips. [Copyright &y& Elsevier]

Background: Increasing utilitarian bicycling in urban areas is a means to reduce air and noise pollution, increase physical activity, and reduce the risk of chronic diseases. We investigated the impact of individual- and city-level characteristics on bicycling in Canadian cities to inform transportation and public health policies. Methods: The study population included 59,899 respondents to the 2003 Canadian Community Health Survey (CCHS) living in cities with populations greater than 50,000. In 2005, data on individual characteristics were drawn from the CCHS, and city-level climate data from Environment Canada records. Separate multilevel logistic regression models were developed for the general (nonstudent) and student populations. Results: The proportion of the urban population reporting bicycling in a typical week was 7.9%, with students cycling more than nonstudents (17.2% vs 6.0%). In the general population, older age, female gender, lower education, and higher income were associated with lower likelihood of cycling. More days of precipitation per year and more days of freezing temperatures per year were both associated with lower levels of utilitarian cycling (odds ratios [ORs] for every 30-day increase in precipitation=0.84, 95% confidence interval [CI]=0.74–0.94, and for every 30-day increase in freezing temperatures OR=0.91, 95% CI=0.86–0.97). There was less variation in the proportion of students who cycled by age and income, and only the number of days with freezing temperatures influenced bicycling. Conclusions: Bicycling patterns are associated with individual demographic characteristics and the climate where one lives. This evidence might be useful to guide policy initiatives for targeted health promotion and transportation infrastructure. [Copyright &y& Elsevier]

Cities worldwide are promoting bicycling as a sustainable mode of transportation. However, bicycle theft remains a significant deterrent for potential riders, and also influences the behaviors of existing cyclists. Understanding the impact of theft on bicycling behaviors provides a foundation for developing strategies to address the negative impacts of bicycle theft. Our goal is to characterize if and how bicycle theft changes individual bicycling behavior. We gathered responses from 1821 individuals in a survey focused on bicycle theft in North America. We employed bivariate analysis and binary logistic regression models to explore the relationships between demographic factors, bicycle attributes, and pre-theft behavior to explain post-theft bicycling behavior. The results show that 45% of survey respondents reduced or ceased bicycling post-theft, while 6% increased their bicycling. Additionally, 40% transitioned from bicycling to unsustainable modes of transportation for their post-theft trips. Also, 69% of people eventually replaced their stolen bicycles, of which 46% selected models of equal/higher value. Pre-theft bicycling activity emerged as the most influential factor on ridership behavior after a bicycle theft, with occasional riders experiencing the most negative impact, compared to frequent riders, who remained committed to bicycling. Recovery of the stolen bicycles, e-bicycle usage, number of bicycles owned, and income levels were also predictors of future bicycling patterns. The insights from this research can inform targeted interventions for populations most at risk to reduce the negative impact of bicycle theft, such as secure parking for new and low-income bicyclists. [ABSTRACT FROM AUTHOR]

Background: Built and social environments are associated with physical activity. Global Positioning Systems (GPS) and accelerometer data can capture how people move through their environments and provide promising tools to better understand associations between environmental characteristics and physical activity. The purpose of this study is to examine the associations between GPS-derived exposure to built environment and gentrification characteristics and accelerometer-measured physical activity in a sample of adults across four cities. Methods: We used wave 1 data from the Interventions, Research, and Action in Cities Team, a cohort of adults living in the Canadian cities of Victoria, Vancouver, Saskatoon, and Montreal. A subsample of participants wore a SenseDoc device for 10 days during May 2017–January 2019 to record GPS and accelerometry data. Two physical activity outcomes were derived from SenseDoc data: time spent in light, moderate, and vigorous physical activity; and time spent in moderate or vigorous physical activity. Using corresponding GPS coordinates, we summarized physical activity outcomes by dissemination area—a Canadian census geography that represents areas where 400 to 700 people live- and joined to built (active living space, proximity to amenities, and urban compactness) and gentrification measures. We examined the associations between environmental measures and physical activity outcomes using multi-level negative binomial regression models that were stratified by city and adjusted for covariates (weekday/weekend), home dissemination area, precipitation, temperature) and participant-level characteristics obtained from a survey (age, gender, income, race). Results: We found that adults spent more time being physically active near their homes, and in environments that were more walkable and near parks and less time in urban compact areas, regardless of where participants lived. Our analysis also highlighted how proximity to different amenities was linked to physical activity across different cities. Conclusions: Our study provides insights into how built environment and gentrification characteristics are associated with the amount of time adults spend being physically active in four Canadian cities. These findings enhance our understanding of the influence that environments have on physical activity over time and space, and can support policies to increase physical activity. [ABSTRACT FROM AUTHOR]

• Perceptions of safety and comfort are strongly related but distinct. • Bicycle (vs. car) interactions are seen as safer and more comfortable. • Individual perceptions of yielding are strong determinants of safety and comfort. • Perceptions of yielding are most determined by which road user crosses first. Interactions with other road users influence the perceived safety and comfort of pedestrians. Yet the relationships among perceptions of yielding, safety, and comfort are poorly understood. To enhance understanding of these key concepts, the objectives of this study are to determine how perception of pedestrian safety at unsignalized crosswalks differs from perception of comfort, and the relationship of each with perception of yielding. A generalized structural equations model is developed using data from an online survey in which 366 participants (i.e., "perceivers") rated yielding, safety, and comfort for sample videos of pedestrian interactions with motor vehicles and bicycles. Results show that an individual's perception of yielding plays a crucial role in mediating the effects of interaction attributes (e.g., vehicle speed, proximity) and perceiver attributes (e.g., travel habits) on their perceptions of pedestrian safety and comfort. For example, people who bicycle more frequently perceive pedestrians as more comfortable than people who walk more frequently, rooted in misalignment on what constitutes adequate yielding. Strategies to address pedestrian comfort can focus on a set of key yielding behaviors by drivers and cyclists – particularly allowing the pedestrian to cross first. Motor vehicle drivers must exhibit stronger yielding behavior (e.g., allow a larger time gap) than bicycles to achieve the same level of perceived pedestrian safety and comfort. Although perceptions of safety and comfort are strongly related and similarly impacted by yielding, researchers should be cautious about using the concepts interchangeably because they are differently impacted by attributes of the interaction and perceiver. [ABSTRACT FROM AUTHOR]

Background: Despite rapid expansion of public bicycle share programs (PBSP), there are limited evaluations of the population-level impacts of these programs on cycling, leaving uncertainty as to whether these programs lead to net health gains at a population level or attract those that already cycle and are sufficiently physically active. Our objective was to determine whether the implementation of PBSPs increased population-level cycling in cities across the US and Canada. Methods: We conducted repeat cross-sectional surveys with 23,901 residents in cities with newly implemented PBSPs (Chicago, New York), existing PBSPs (Boston, Montreal, Toronto) and no PBSPs (Detroit, Philadelphia, Vancouver) at three time points (Fall 2012, 2013, 2014). We used a triple difference in differences analysis to assess whether there were increases in cycling over time amongst those living in closer proximity (< 500 m) to bicycle share docking stations in cities with newly implemented and existing PBSPs, relative to those in cities with no PBSPs. Results: Living in closer proximity to bicycle share predicted increases in cycling over time for those living in cities with newly implemented PBSPs at 2-year follow-up. No change was seen over time for those living in closer proximity to bicycle share in cities with existing PBSPs relative to those in cities with no PBSP. Conclusion: These findings indicate that PBSPs are associated with increases in population-level cycling for those who live near to a docking station in the second year of program implementation. [ABSTRACT FROM AUTHOR]

Background: Urban form interventions can result in positive and negative impacts on physical activity, social participation, and well-being, and inequities in these outcomes. Natural experiment studies can advance our understanding of causal effects and processes related to urban form interventions. The INTErventions, Research, and Action in Cities Team (INTERACT) is a pan-Canadian collaboration of interdisciplinary scientists, urban planners, and public health decision makers advancing research on the design of healthy and sustainable cities for all. Our objectives are to use natural experiment studies to deliver timely evidence about how urban form interventions influence health, and to develop methods and tools to facilitate such studies going forward.Methods: INTERACT will evaluate natural experiments in four Canadian cities: the Arbutus Greenway in Vancouver, British Columbia; the All Ages and Abilities Cycling Network in Victoria, BC; a new Bus Rapid Transit system in Saskatoon, Saskatchewan; and components of the Sustainable Development Plan 2016-2020 in Montreal, Quebec, a plan that includes urban form changes initiated by the city and approximately 230 partnering organizations. We will recruit a cohort of between 300 and 3000 adult participants, age 18 or older, in each city and collect data at three time points. Participants will complete health and activity space surveys and provide sensor-based location and physical activity data. We will conduct qualitative interviews with a subsample of participants in each city. Our analysis methods will combine machine learning methods for detecting transportation mode use and physical activity, use temporal Geographic Information Systems to quantify changes to urban intervention exposure, and apply analytic methods for natural experiment studies including interrupted time series analysis.Discussion: INTERACT aims to advance the evidence base on population health intervention research and address challenges related to big data, knowledge mobilization and engagement, ethics, and causality. We will collect ~ 100 TB of sensor data from participants over 5 years. We will address these challenges using interdisciplinary partnerships, training of highly qualified personnel, and modern methodologies for using sensor-based data. [ABSTRACT FROM AUTHOR]

In this study, we compared location data from a dedicated Global Positioning System (GPS) device with location data from smartphones. Data from the Interventions, Equity, and Action in Cities Team (INTERACT) Study, a study examining the impact of urban-form changes on health in 4 Canadian cities (Victoria, Vancouver, Saskatoon, and Montreal), were used. A total of 337 participants contributed data collected for about 6 months from the Ethica Data smartphone application (Ethica Data Inc. Toronto, Ontario, Canada) and the SenseDoc dedicated GPS (MobySens Technologies Inc. Montreal, Quebec, Canada) during the period 2017–2019. Participants recorded an average total of 14,781 Ethica locations (standard deviation, 19,353) and 197,167 SenseDoc locations (standard deviation, 111,868). Dynamic time warping and cross-correlation were used to examine the spatial and temporal similarity of GPS points. Four activity-space measures derived from the smartphone app and the dedicated GPS device were compared. Analysis showed that cross-correlations were above 0.8 at the 125-m resolution for the survey and day levels and increased as cell size increased. At the day or survey level, there were only small differences between the activity-space measures. Based on our findings, we recommend dedicated GPS devices for studies where the exposure and the outcome are both measured at high frequency and when the analysis will not be aggregate. When the exposure and outcome are measured or will be aggregated to the day level, the dedicated GPS device and the smartphone app provide similar results. [ABSTRACT FROM AUTHOR]

The deployment of smartphone-operated, non-station-based bicycle fleets ("dockless" or "free-floating" bikeshare) represents a new generation of bikesharing. Users locate bikes in these free-floating systems using Global Positioning Systems (GPS) and lock bikes in place at their destinations. In this paper, we review current free-floating bikesharing systems in North America and discuss priorities for future research and practice. Since launching in 2017, free-floating bikeshare has expanded rapidly to encompass 200+ systems operating 40,000+ bikes within 150+ cities. In contrast with previous systems, free-floating systems operate almost exclusively using commercial "for-profit" models, amidst concerns of financial sustainability. Governance for these systems is in early stages and can include operating fees, fleet size caps, safety requirements, parking restrictions, data sharing, and equity obligations. We identify research and practice gaps within the themes of usage, equity, sharing resources, business model, and context. While some existing bikesharing literature translates to free-floating systems, novel topics arise due to the ubiquity, fluidity, and business models of these new systems. Systems have numerous obstacles to overcome for long-term sustainability, including barriers common to station-based systems: limited supportive infrastructure, equity, theft or vandalism, and funding. Other unique obstacles arise in free-floating bikeshare around parking, sidewalk right of ways, varied bicycle types, and data sharing. This review offers background in and critical reflection on the rapidly evolving free-floating bikeshare landscape, including priorities for future research and practice. If concerns can be overcome, free-floating bikeshare may provide unprecedented opportunities to bypass congested streets, encourage physical activity, and support urban sustainability. [ABSTRACT FROM AUTHOR]

Cities are making infrastructure investments to make travel by bicycle safer and more attractive. A challenge for promoting bicycling is effectively using data to support decision making and ensuring that data represent all communities. However, ecologists have been addressing a similar type of question for decades and have developed an approach to stratifying landscapes based on ecozones or areas with homogenous ecology. Our goal is to classify street and path segments and map streetscape categories by applying ecological classification methods to diverse spatial data on the built environment, communities, and bicycling. Piloted in Ottawa, Canada, we use GIS data on the built environment, socioeconomics and demographics of neighborhoods, and bicycling infrastructure, behavior, and safety, and apply a k-means clustering algorithm. Each street or path, an intuitive spatial unit that reflects lived experience in cities, is assigned a streetscape category: bicycling destination; wealthy neighborhoods; urbanized; lower income neighborhoods; and central residential streets. We demonstrate how streetscape categories can be used to prioritize monitoring (counts), safety, and infrastructure interventions. With growing availability of continuous spatial data on urban settings, it is an opportune time to consider how street and path classification approaches can help guide our data collection, analysis, and monitoring. While there is no one right answer to clustering, care must be taken when selecting appropriate input variables, the number of categories, and the correct spatial unit for output. The approach used here is designed for bicycling application, yet the methods are applicable to other forms of active transportation and micromobility. [ABSTRACT FROM AUTHOR]

Neighborhood built environments may play an important role in shaping mobility and subsequent health outcomes. However, little work includes broader mobility considerations such as cognitive ability to be mobile, social connections with community, or transportation choices. We used a population-based sample of Canadian middle aged and older adults (aged 45 and older) from the Canadian Community Health Survey-Healthy Aging (CCHS-HA, 2008–2009) to create a holistic mobility measure: Mobility over Varied Environments Scale (MOVES). Data from CCHS-HA respondents from British Columbia with MOVES were linked with Street Smart Walk Score™ data by postal code ( n = 2046). Mean MOVES was estimated across sociodemographic and health characteristics. Linear regression, adjusted for relevant covariates, was used to estimate the association between Street Smart Walk Score™ and the MOVES. The mean MOVES was 30.67 (95% confidence interval (CI) 30.36, 30.99), 5th percentile 23.27 (CI 22.16, 24.38) and 95th percentile was 36.93 (CI 35.98, 37.87). MOVES was higher for those who were younger, married, higher socioeconomic status, and had better health. In unadjusted models, for every 10 point increase in Street Smart Walk Score™, MOVES increased 4.84 points (CI 4.52, 5.15). However, results attenuated after adjustment for sociodemographic covariates: each 10 point increase in Street Smart Walk Score™ was associated with a 0.10 (CI 0.00, 0.20) point increase in MOVES. The modest but important link we observed between walkability and mobility highlights the implication of neighborhood design on the health of middle aged and older adults. [ABSTRACT FROM AUTHOR]

Neighborhood built environments may play an important role in shaping mobility and subsequent health outcomes. However, little work includes broader mobility considerations such as cognitive ability to be mobile, social connections with community, or transportation choices. We used a population-based sample of Canadian middle aged and older adults (aged 45 and older) from the Canadian Community Health Survey-Healthy Aging (CCHS-HA, 2008-2009) to create a holistic mobility measure: Mobility over Varied Environments Scale (MOVES). Data from CCHS-HA respondents from British Columbia with MOVES were linked with Street Smart Walk Score™ data by postal code (n=2046). Mean MOVES was estimated across sociodemographic and health characteristics. Linear regression, adjusted for relevant covariates, was used to estimate the association between Street Smart Walk Score™ and the MOVES. The mean MOVES was 30.67 (95% confidence interval (CI) 30.36, 30.99), 5th percentile 23.27 (CI 22.16, 24.38) and 95th percentile was 36.93 (CI 35.98, 37.87). MOVES was higher for those who were younger, married, higher socioeconomic status, and had better health. In unadjusted models, for every 10 point increase in Street Smart Walk Score™, MOVES increased 4.84 points (CI 4.52, 5.15). However, results attenuated after adjustment for sociodemographic covariates: each 10 point increase in Street Smart Walk Score™ was associated with a 0.10 (CI 0.00, 0.20) point increase in MOVES. The modest but important link we observed between walkability and mobility highlights the implication of neighborhood design on the health of middle aged and older adults. [ABSTRACT FROM AUTHOR]

Estimation of bicycling volumes is essential for the strategic implementation of infrastructure and related transport elements and policies. Link-level volume estimation models (models that estimate volumes on individual street segments) allow for understanding variation in bicycling volumes across an entire network at higher spatial resolution than area-level models. Such models assist transport planners to efficiently monitor network usage, to identify opportunities to enhance safety and to evaluate the impact of policy and infrastructure interventions. However, given the sparsity and scarcity of bicycling data as compared to its motorised counterparts, link-level bicycling volume estimation literature is relatively limited. This paper conducts a scoping review of link-level bicycling volume estimation methods by implementing systematic search strategies across relevant databases, thereby identifying appropriate studies for the review. The review resulted in some interesting findings. Among all the methods implemented, direct demand modelling was the predominant one. Not a single study implemented multiple modelling approaches in the same study area, thereby not allowing for comparison of these approaches. Most studies were conducted in the United States. It was also observed that there exists a lot of heterogeneity in the reporting of basic study characteristics and validation results, sometimes to the extent of not reporting these at all. The study presents the different types of data used in modelling (count, travel survey, GPS data) along with an array of popular explanatory variables that can inform future studies about data collection and variable selection for modelling. The study discusses the strengths and limitations of different methods and finally presents recommendations for future research. [ABSTRACT FROM AUTHOR]

Many cities are making significant financial investments in cycling infrastructure with the aim of making cycling safer for riders of all ages and abilities. Methods for evaluating cycling safety tend to summarize average change for a city or emphasize change on a single road segment. Few spatially explicit approaches are available to evaluate how patterns of safety change throughout a city due to cycling infrastructure investments or other changes. Our goal is to demonstrate a method for monitoring changes in the spatial-temporal distribution of cycling incidents across a city. Using cycling incident data provided by the Insurance Corporation of British Columbia, we first compare planar versus network constrained kernel density estimation for visualizing incident intensity across the street network of Vancouver, Canada. Second, we apply a change detection algorithm explicitly designed for detecting statistically significant change in kernel density estimates. The utility of network kernel density change detection is demonstrated through the comparison of cycling incident densities following the construction of two cycle tracks in the downtown core of Vancouver. The methods developed and demonstrated for this study provide city planners, transportation engineers and researchers a means of monitoring city-wide change in the intensity of cycling incidents following enhancements to cycling infrastructure or other significant changes to the transportation network. [ABSTRACT FROM AUTHOR]

There has been growing interest in using volunteered geographic information (VGI) for transportation planning, such as route data from fitness tracking applications and route mapping smartphone applications, as a compliment to traditional data collection approaches. In particular, cycling safety data from traditional sources are limited since bike crashes are under-reported and there are no central mechanisms for recording near misses. BikeMaps.org is a globally available website for cycling safety VGI, with a focus on spatial analyses of previously unrecorded near misses and collisions. The goal of this paper is to understand how age and gender are related to the use of BikeMaps.org compared to broader ridership and the geographic distribution of incidents for the Capital Regional District (CRD), British Columbia, Canada. Males aged 24–35 reported more incidents than other cohorts, which had similar relative proportions to the regional cycling population in origin-destination survey data. In general, there were higher levels of interaction with the website by younger people (i.e. submitting incidents vs. viewing incidents). Females and people under 35 years of age reported more incidents in central urban areas. People over 35 years of age reported incidents that were more spatially dispersed and covered a broader extent. These findings are indicative of both cycling behaviour and the use of technology. A target group for growth in cycling, females may benefit from improved cycling facilities in city centers. Older people may ride in cities more often if better facilities are provided. Understanding gaps in representation can help target more deliberate campaigns to complete data and inform the effective use of complementary data sources by planners. [ABSTRACT FROM AUTHOR]

Background: Stakeholders, as originally defined in theory, are groups or individual who can affect or are affected by an issue. Stakeholders are an important source of information in health research, providing critical perspectives and new insights on the complex determinants of health. The intersection of built and social environments with older adult mobility is an area of research that is fundamentally interdisciplinary and would benefit from a better understanding of stakeholder perspectives. Although a rich body of literature surrounds stakeholder theory, a systematic process for identifying health stakeholders in practice does not exist. This paper presents a framework of stakeholders related to older adult mobility and the built environment, and further outlines a process for systematically identifying stakeholders that can be applied in other health contexts, with a particular emphasis on concept mapping research.Methods: Informed by gaps in the relevant literature we developed a framework for identifying and categorizing health stakeholders. The framework was created through a novel iterative process of stakeholder identification and categorization. The development entailed a literature search to identify stakeholder categories, representation of identified stakeholders in a visual chart, and correspondence with expert informants to obtain practice-based insight.Results: The three-step, iterative creation process progressed from identifying stakeholder categories, to identifying specific stakeholder groups and soliciting feedback from expert informants. The result was a stakeholder framework comprised of seven categories with detailed sub-groups. The main categories of stakeholders were, (1) the Public, (2) Policy makers and governments, (3) Research community, (4) Practitioners and professionals, (5) Health and social service providers, (6) Civil society organizations, and (7) Private business.Conclusions: Stakeholders related to older adult mobility and the built environment span many disciplines and realms of practice. Researchers studying this issue may use the detailed stakeholder framework process we present to identify participants for future projects. Health researchers pursuing stakeholder-based projects in other contexts are encouraged to incorporate this process of stakeholder identification and categorization to ensure systematic consideration of relevant perspectives in their work. [ABSTRACT FROM AUTHOR]

Neighbourhood environments significantly influence health and well-being, especially as people age. Our study uniquely highlights how one microscale feature (benches) influence older adults experiences of mobility and well-being, from their perspective. We also explore how these experiences affect and are affected by the social environment of the neighbourhoods where older adults live. We conducted one-on-one seated and walk-along interviews with individuals aged 60+ that live in three adjacent neighbourhoods in Vancouver, Canada. We collected data at two time points (n = 28, 2012; n = 22, 2014). We found that benches positively contributed to older adults’ mobility experiences by: (i) enhancing their use and enjoyment of green and blue spaces, (ii) serving as a mobility aid, and (iii) contributing to social cohesion and social capital. To address the increased needs of an aging demographic, urban planners might consider the quality and presence of microfeatures as part of an immediate and inexpensive strategy to create supportive neighbourhoods for people of all ages and abilities. [ABSTRACT FROM AUTHOR]

New 'big data' streams such as street-level imagery are offering unprecedented possibilities for developing health-relevant data on the urban environment. Urban environmental features derived from street-level imagery have been used to assess pedestrian-friendly neighbourhood design and to predict active commuting, but few such studies have been conducted in Canada. Using 1.15 million Google Street View (GSV) images in seven Canadian cities, we applied image segmentation and object detection computer vision methods to extract data on persons, bicycles, buildings, sidewalks, open sky (without trees or buildings), and vegetation at postal codes. The associations between urban features and walk-to-work rates obtained from the Canadian Census were assessed. We also assessed how GSV-derived urban features perform in predicting walk-to-work rates relative to more widely used walkability measures. Results showed that features derived from street-level images are better able to predict the percent of people walking to work as their primary mode of transportation compared to data derived from traditional walkability metrics. Given the increasing coverage of street-level imagery around the world, there is considerable potential for machine learning and computer vision to help researchers study patterns of active transportation and other health-related behaviours and exposures. [ABSTRACT FROM AUTHOR]

Lack of bicycling data, including bicycling safety data, is a challenge when aiming to implement pro-bicycling policy (Winters and Branion-Calles 2017). However, effective use of bicycling safety data also requires data on bicycling ridership, as it is important to present safety relative to exposure, which in the case of bicycling is the number of people riding bicycles at a particular place and time. Keywords: crowdsourced data; bicycle safety; GIS; spatial analysis; active transportation; données de type «crowdsourcing»; sécurité à bicyclette; SIG; analyse spatiale; transport actif EN crowdsourced data bicycle safety GIS spatial analysis active transportation FR données de type «crowdsourcing» sécurité à bicyclette SIG analyse spatiale transport actif 556 568 13 09/12/22 20220901 NES 220901 Introduction Bicycling is shown to improve health and relieve urban congestion (Oja et al. 2011; Götschi et al. 2016; Zahabi et al. 2016). [Extracted from the article]

Cycling volumes are necessary to understand what influences ridership and are essential for safety studies. Traditional methods of data collection are expensive, time consuming, and lack spatial and temporal detail. New sources have emerged as a result of crowdsourced data from fitness apps, allowing cyclists to track routes using GPS enabled cell phones. Our goal is to determine if crowdsourced data from fitness apps data can be used to quantify and map the spatial and temporal variation of ridership. Using data provided by Strava.com , we quantify how well crowdsourced fitness app data represent ridership through comparison with manual cycling counts in Victoria, British Columbia. Comparisons are made for hourly, AM and PM peak, and peak period totals that are separated by season. Using Geographic Information Systems (GIS) and a Generalized Linear Model we modelled the relationships between crowdsourced data from Strava and manual counts and predicted categories of ridership into low, medium, and high for all roadways in Victoria. Our results indicate a linear association (r 2 0.40 to 0.58) between crowdsourced data volumes and manual counts, with one crowdsourced data cyclist representing 51 riders. Categorical cycling volumes were predicted and mapped using data on slope, traffic speeds, on street parking, time of year, and crowdsourced ridership with a predictive accuracy of 62%. Crowdsourced fitness data are a biased sample of ridership, however, in urban areas the high temporal and spatial resolution of data can predict categories of ridership and map spatial variation. Crowdsourced fitness apps offer a new source of data for transportation planning and can increase the spatial and temporal resolution of official count programs. [ABSTRACT FROM AUTHOR]

Since its launch, Vancouver's public bike share system has implemented changes to reduce barriers, enhance uptake, and make bike sharing more equitable. These include hiring an equity coordinator, expanding the service area, adding e-bikes to the fleet, reducing the age eligibility, reducing financial barriers through their Community Pass, and partnering with community organizations. We used a mixed methods study design to assess the impact of these initiatives on access to and use of public bike share. We found that the service area expansion reduced inequities in spatial access by socioeconomic status, age, and race, but higher socioeconomic status and white populations continue to have better access. Our analysis of system and survey data, and interviews with community organizations, revealed how the Community Pass is enhancing transport justice by expanding the benefits of bike share and improving access to opportunities for more diverse populations. [ABSTRACT FROM AUTHOR]

Background: Walkability is a popular term used to describe aspects of the built and social environment that have important population-level impacts on physical activity, energy balance, and health. Although the term is widely used by researchers, practitioners, and the general public, and multiple operational definitions and walkability measurement tools exist, there are is no agreed-upon conceptual definition of walkability.Method: To address this gap, researchers from Memorial University of Newfoundland hosted "The Future of Walkability Measures Workshop" in association with researchers from the Canadian Urban Environmental Health Research Consortium (CANUE) in November 2017. During the workshop, trainees, researchers, and practitioners worked together in small groups to iteratively develop and reach consensus about a conceptual definition and name for walkability. The objective of this paper was to discuss and propose a conceptual definition of walkability and related concepts.Results: In discussions during the workshop, it became clear that the term walkability leads to a narrow conception of the environmental features associated with health as it inherently focuses on walking. As a result, we suggest that the term Active Living Environments, as has been previously proposed in the literature, are more appropriate. We define Active Living Environments (ALEs) as the emergent natural, built, and social properties of neighbourhoods that promote physical activity and health and allow for equitable access to health-enhancing resources.Conclusions: We believe that this broader conceptualization allows for a more comprehensive understanding of how built, natural, and social environments can contribute to improved health for all members of the population. [ABSTRACT FROM AUTHOR]

Abstract: Objective: For older adults, the ability to navigate walking routes in the outdoor environment allows them to remain active and socially engaged, facilitating community participation and independence. In order to enhance outdoor walking, it is important to understand the interaction of older adults within their local environments and the influence of broader stakeholder priorities that impact these environments. Thus, we aimed to synthesize perspectives from stakeholders to identify elements of the built and social environments that influence older adults' ability to walk outdoors. Method: We applied a concept mapping approach with the input of diverse stakeholders (N=75) from British Columbia, Canada in 2012. Results: A seven-cluster map best represented areas that influence older adults' outdoor walking. Priority areas identified included sidewalks, crosswalks, and neighborhood features. Conclusion: Individual perceptions and elements of the built and social environments intersect to influence walking behaviors, although targeted studies that address this area are needed. [Copyright &y& Elsevier]

Background This study examined the impact of transportation infrastructure at intersection and nonintersection locations on bicycling injury risk. Methods In Vancouver and Toronto, we studied adult cyclists who were injured and treated at a hospital emergency department. A case-crossover design compared the infrastructure of injury and control sites within each injured bicyclist's route. Intersection injury sites (N=210) were compared to randomly selected intersection control sites (N=272). Non-intersection injury sites (N=478) were compared to randomly selected non-intersection control sites (N=801). Results At intersections, the types of routes meeting and the intersection design influenced safety. Intersections of two local streets (no demarcated traffic lanes) had approximately one-fifth the risk (adjusted OR 0.19, 95% CI 0.05 to 0.66) of intersections of two major streets (more than two traffic lanes). Motor vehicle speeds less than 30 km/h also reduced risk (adjusted OR 0.52, 95% CI 0.29 to 0.92). Traffic circles (small roundabouts) on local streets increased the risk of these otherwise safe intersections (adjusted OR 7.98, 95% CI 1.79 to 35.6). At non-intersection locations, very low risks were found for cycle tracks (bike lanes physically separated from motor vehicle traffic; adjusted OR 0.05, 95% CI 0.01 to 0.59) and local streets with diverters that reduce motor vehicle traffic (adjusted OR 0.04, 95% CI 0.003 to 0.60). Downhill grades increased risks at both intersections and non-intersections. Conclusions These results provide guidance for transportation planners and engineers: at local street intersections, traditional stops are safer than traffic circles, and at non-intersections, cycle tracks alongside major streets and traffic diversion from local streets are safer than no bicycle infrastructure. [ABSTRACT FROM AUTHOR]

Background: Compelling evidence supports the cost effectiveness and potential impact of physical activity on chronic disease prevention and health promotion. Quality of evidence is one piece, but certainly not the sole determinant of whether public health interventions, physical activity focused or otherwise, achieve their full potential for impact. Health promotion at both population and community levels must progress beyond health intervention models that isolate individuals from social, environmental, and political systems of influence. We offer a critical evaluation of lessons learned from two successful research initiatives to provide insights as to how health promotion research contributes to sustained impact. We highlight factors key to success including the theoretical and methodological integration of: i) a social ecological approach; ii) participatory action research (PAR) methods; and iii) an interdisciplinary team. Methods: To identify and illustrate the key elements of our success we layered an evaluation of steps taken atop a review of relevant literature. Results: In the school-based case study (Action Schools! BC), the success of our approach included early and sustained engagement with a broad cross-section of stakeholders, establishing partnerships across sectors and at different levels of government, and team members across multiple disciplines. In the neighbourhood built environment case study, the three domains guided our approach through study design and team development, and the integration of older adults' perspectives into greenway design plans. In each case study we describe how elements of the domains serve as a guide for our work. Conclusion: To sustain and maximize the impact of community-based public health interventions we propose the integration of elements from three domains of research that acknowledge the interplay between social, environmental and poilitical systems of influence. We emphasize that a number of key factors determine whether evidence from public health interventions in school and built environment settings is applied in practice and policy sectors. These include relationship building at individual, community, and societal levels of the social ecological model, using participatory action research methods, and involving an engaged and committed interdisciplinary team. [ABSTRACT FROM AUTHOR]

Road pricing is increasingly considered as an option to support transportation infrastructure costs, manage demand, and reduce emissions. However, the extent to which implementation of such approaches may impact transportation and health equity is unclear. In this scoping review, we examine the differential transportation and health effects of road pricing policies across population groups and geographic region. We conducted a systematic database search of Transport Research International Documentation, GEOBASE, Scopus, and Ovid Medline, supplemented by bibliographic review and internet searches. Fifteen studies were included in the review. The studies evaluated area and cordon road pricing systems in Singapore, London, Stockholm, Milan, and Gothenburg, and had a median follow-up period of 12 months. Outcomes evaluated include car commuting, mode shift to public transit, accessibility to destinations, affordability, welfare, social interactions, air pollution, traffic injuries and deaths, acute asthma attacks, and life expectancy. While more studies across diverse urban contexts and policy settings will be needed to strengthen the evidence base, the existing evidence suggests road pricing has mostly net positive effects related to a reduction in car trips, air pollution, asthma attacks, and road traffic collisions, and increases in life expectancy. Frequency and ease of social interactions were found to be negatively impacted, with fewer visits to family and friends. The population groups that generally fared better across transportation and health outcomes were those with higher incomes, men, and people between the ages of 35–55. Across space, there are benefits for both the areas inside and outside the cordon boundary, but to a greater degree for the area inside. Overall, the evidence base is limited by a narrow set of health-related outcomes and a lack of longer-term studies. We did not come across any studies assessing distributional effects of noise pollution, mode shifts to walking or cycling, or other morbidities in the general population that are not listed above. In addition, there are few evaluations that include non-work trips, therefore potentially missing effects for unemployed populations or women who are more likely to make non-work trips. We find that the limited body of evidence on area and cordon pricing policies suggests these policies are beneficial for a number of transportation and health outcomes, particularly for populations inside the cordon area, but that there may be some degree of inequities in the distribution of the benefits and burdens. [ABSTRACT FROM AUTHOR]

Background and aims Bicycling may be less appealing in parts of the world where cycling is less safe. Differences between jurisdictions suggest route design is key to improving safety and increasing ridership. Previous studies faced difficulties in effectively assessing denominators for risk calculations and controlling confounding. This paper describes the advantages of the case-crossover design of the Bicyclists' Injuries and the Cycling Environment study to address these challenges to observational studies of cycling safety. Methods Injured cyclists were recruited from the emergency departments of five hospitals in Vancouver and Toronto, Canada. In 18 months, 690 participants were successfully recruited and interviewed. Each participant was interviewed to map the route of their injury trip, identify the injury site and select two control sites at random from the same route. Infrastructural characteristics at each study site were scored by site observers who were blinded as to whether sites were crash or comparison sites. Analyses will compare infrastructural variables between case and control sites with conditional logistic regression. Discussion This study presents a novel application of the case-crossover design to the evaluation of relationships between infrastructure and cycling safety while controlling confounders and exposure to risk. It is hoped that the value of this method and the efficiency of the recruitment process will encourage replication in other locations, to expand the range of cycling infrastructure compared and to facilitate evidence-based cycling infrastructure choices that can make cycling safer and more appealing. [ABSTRACT FROM AUTHOR]

Background: Creating neighbourhood places for older adults to be socially and physically active is a global health priority. Safety is integral to older adult mobility. In greenway research, perceived safety is often only partially or superficially explored. Our study comprehensively examines older adults' experiences and perceived safety for walking on a new urban greenway in Vancouver, Canada-the Arbutus Greenway.Methods: We integrated mixed methods: i) observational count data to describe the use and context of the greenway over 3 years (2017; 2018; 2019), and; ii) semi-structured interviews with older adults at two time points (2017, n = 27; 2019, n = 16).Results: and discussion: We conducted thematic analysis to illuminate older adults' experiences across three safety domains: personal safety, traffic safety, and security. Built environment features such as benches, paving, road markings, and natural foliage buffers intersected with elements of the social environment to influence older adults' perceived safety. While the greenway supported active transportation, leisure, and social engagement for many older adults, certain factors also provoked fears, especially for older adults with mobility limitations. We advocate for a multidimensional lens to better understand how urban interventions influence perceived safety, and identify practical solutions to encourage mobility for all ages and abilities. [ABSTRACT FROM AUTHOR]

Over the past 15 years, Vancouver, British Columbia, has made substantial investments to their bikeway network, adding over 150 km of protected bike lanes, painted bike lanes, and local street bikeways. This investment in bicycling infrastructure corresponded with increases in city-wide commuting to work by bicycle (from 4.1% in 2001 to 6.1% in 2016). However, there has not been an examination as to who has benefited from the expansion of Vancouver's bikeway network. This study aimed to examine whether increases in bikeway access corresponded with increases in bicycle commuting, whether there are socio-demographic inequities in bikeway access, and if these inequities changed over a fifteen-year period from 2001 to 2016. Using census data and municipal open datasets, we considered access to bikeways overall, and also to specific types of bikeways (protected bike lanes, painted bike lanes, local street bikeways) which confer different comfort and safety benefits. We fit a series of non-spatial and spatial Poisson models using integrated nested Laplace approximation, with random effects for census tract. We found disparities in access did exist and that inequities in access to bikeways have not changed over time. Areas with more children have less access to protected bike lanes (RR: 0.69, 95% CI: 0.55–0.87) and areas where more Chinese people live have less access to protected bike lanes (RR: 0.75, 95% CI: 0.59–0.96). Areas with more university-educated adults had more infrastructure—particularly local street bikeways (RR: 1.11, 95% CI: 1.02–1.21). Indeed, areas with bike commuting had more local street bikeways (RR: 1.15, 95% CI: 1.03–1.27). Our analysis sheds light on certain inequities in the distribution of bikeways in Vancouver which have persisted over time, and can be used to inform policy actions to promote mobility across all neighbourhoods. • Inequities in bikeways did not change in Vancouver from 2001 to 2016. • Bike commuters and college educated adults have better access to local street bikeways. • Areas with more children had less access to bikeways, particularly protected lanes. • Bikeway access did not differ by area income, older adults, or Indigenous populations. • Different populations require different interventions to achieve mobility equity. [ABSTRACT FROM AUTHOR]