背景:更多的公共交通使用与更高的身体活动水平有关。然而,与每次日常公共交通旅行相关的身体活动量,也不是与旅行/天增加相关的潜在总体力活动增益,已经确定了。使用客观的措施,我们的目标是量化公共交通使用之间的关联,身体活动和久坐时间。
方法:对居住在霍巴特的澳大利亚成年人的纵向研究,塔斯马尼亚,不经常使用公交车的人(≥18岁;使用公交车≤2次/周)。在36周的研究时间范围内,根据公共交通(公共汽车)提供商提供的客观智能卡数据确定每天执行的公共汽车旅行次数。加速度计测量的步数/天(主要结果),中等至剧烈的身体活动(分钟/天),和久坐时间(分钟/天)在四个单独的一周期间进行评估。
结果:在1483日级观察的73名参与者中,在使用公共交通工具的日子里,参与者实现了明显更多的步骤(β=2147.48;95CI=1465.94,2829.03),中等至剧烈的体力活动(β=22.79;95%CI=14.33,31.26),和久坐时间(β=37.00;95%CI=19.80,54.21),与没有公共交通旅行的天数相比。当每天进行的旅行次数从零增加到一(β=1761.63;95CI=821.38,2701.87)时,观察到与一次旅行增加相关的每天步数的最大增加。当执行的行程数量从一个增加到两个(β=596.93;95CI=-585.16,1779.01)时,每天的步数增加较小,并且不显著,每天两次至三次或更多次(β=632.39;95CI=-1331.45,2596.24)旅行。当旅行次数从零增加到一次(β=39.38;95CI=14.38,64.39)和一次增加到两次(β=48.76;95CI=25.39,72.12)时,久坐时间显着增加;但是当公共汽车旅行从两次增加到三次或更多(β=-27.81;95CI=-76.00,20.37)时,则没有。
结论:更多的公共交通使用与更多的体力活动和久坐行为相关。使用公共汽车可能会产生累积的步骤增加,相当于每日推荐的身体活动目标的15-30%。将政策和公共卫生重点放在促进公共交通的部门间行动上,可能会在体育锻炼和随后的健康益处方面产生有意义的增加。
BACKGROUND: Greater public transport use has been linked to higher physical activity levels. However, neither the amount of physical activity associated with each daily public transport trip performed, nor the potential total physical activity gain associated with an increase in trips/day, has been determined. Using objective measures, we aimed to quantify the association between public transport use, physical activity and sedentary time.
METHODS: A longitudinal study of Australian adults living in Hobart,
Tasmania, who were infrequent bus users (≥ 18 years; used bus ≤ 2 times/week). The number of bus trips performed each day was determined from objective smartcard data provided by the public transportation (bus) provider across a 36-week study timeframe. Accelerometer measured steps/day (primary outcome), moderate-to-vigorous physical activity (min/day), and sedentary time (min/day) were assessed across four separate one-week periods.
RESULTS: Among 73 participants across 1483 day-level observations, on days that public transport was used, participants achieved significantly more steps (β = 2147.48; 95%CI = 1465.94, 2829.03), moderate to vigorous physical activity (β = 22.79; 95% CI = 14.33, 31.26), and sedentary time (β = 37.00; 95% CI = 19.80, 54.21) compared to days where no public transport trips were made. The largest increase in steps per day associated with a one-trip increase was observed when the number of trips performed each day increased from zero to one (β = 1761.63; 95%CI = 821.38, 2701.87). The increase in the number of steps per day was smaller and non-significant when the number of trips performed increased from one to two (β = 596.93; 95%CI=-585.16, 1779.01), and two to three or more (β = 632.39; 95%CI=-1331.45, 2596.24) trips per day. Significant increases in sedentary time were observed when the number of trips performed increased from zero to one (β = 39.38; 95%CI = 14.38, 64.39) and one to two (β = 48.76; 95%CI = 25.39, 72.12); but not when bus trips increased from two to three or more (β=-27.81; 95%CI=-76.00, 20.37).
CONCLUSIONS: Greater public transport use was associated with higher physical activity and sedentary behaviour. Bus use may yield cumulative increases in steps that amount to 15-30% of the daily recommended physical activity target. A policy and public health focus on intersectoral action to promote public transport may yield meaningful increases in physical activity and subsequent health benefits.