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| 2. |
- Andersson, Dan, 1967-, et al.
(författare)
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Pedestrians' perceptions of route environments in relation to deterring or facilitating walking
- 2023
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Ingår i: Frontiers In Public Health. - : Frontiers Media S.A.. - 2296-2565. ; 10
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Tidskriftsartikel (refereegranskat)abstract
- BackgroundEvery walk takes place in a route environment, and it can play an important role in deterring or facilitating walking, and will always affect the environmental unwell – wellbeing of pedestrians. The aim of this study is to illuminate which the important route environmental variables are in this respect. The focus is therefore on pedestrians´ perceptions of route environmental variables and how they relate to overall appraisals of route environments as hindering – stimulating for walking and unsafe – safe for reasons of traffic. MethodsCommuting pedestrians in the inner urban area of Stockholm, Sweden (n = 294, 49.5 ± 10.4 years, 77% women), were recruited via advertisements. They evaluated their own commuting route environments using a self-report tool, the Active Commuting Route Environment Scale (ACRES). Correlation, multiple regression, and mediation analyses were used to study the relationships between the variables and the outcome variables. ResultsAesthetics and greenery appear to strongly stimulate walking, whereas noise, a proxy for motorized traffic, hinders it. Furthermore, aesthetics is positively related to traffic safety, whereas conflicts have the opposite role. Conflicts is an intermediate outcome, representing several basic environmental variables, whereof some were directly and negatively related to unsafe – safe traffic. Conclusion Route environmental variables appear to be potent factors in deterring or facilitating walking. This knowledge is of importance for policymakers and urban planners when designing route environments with the aim of attracting new pedestrians, and simultaneously stimulating those who already walk to keep on.
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| 3. |
- Bergström, Ylva, et al.
(författare)
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Brunnsvikenguiden
- 1992
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Ingår i: Hagabladet - en tidning för natur och kultur vid Haga-Brunnsviken. - Stockholm. ; :4-5, s. 3-8
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Tidskriftsartikel (populärvet., debatt m.m.)
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| 5. |
- Elm, Klas, et al.
(författare)
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En ny nollvision som både räddar och förlänger liv
- 2017
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Ingår i: Dagens Samhälle. - Stockholm. - 2002-5548. ; :24 november
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Tidskriftsartikel (populärvet., debatt m.m.)abstract
- Nollvisionen för trafiksäkerheten är cynisk. Infrastrukturminister Tomas Eneroth måste ta fram ett nytt mål bortom nollvisionen som inte bara förhindrar dödsolyckor i trafiken, utan som också räddar, förbättrar och förlänger liv i hela samhället. Ett transportsystem där folkhälsan går plus är möjligt nu när elcykelförsäljningen ökar dramatiskt, skriver forskare och initiativtagare till Moving Beyond Zero. Varje person som väljer att cykla istället för att ta bilen räddar liv. Minskad biltrafik leder till mindre avgasutsläpp och vägslitage. Det förbättrar livskvaliteten hos personer med andningsbesvär och gör att de globala klimatförändringarna som påverkar allas hälsa negativt minskar. Dessutom vet vi sedan länge att motion förbättrar hälsan.Sedan 20 år tillbaka styrs det svenska trafiksäkerhetsarbetet av målet att ingen ska dödas eller skadas allvarligt i trafiken. Inledningsvis var arbetet framgångsrikt och antalet omkomna i trafikolyckor minskade från omkring 540 per år till fjolårets 270. Varje dödsfall är ett för mycket, men i dag framstår nollvisionen som cynisk.Bilarnas trafiksäkerhet har under dessa år ökat på cyklisternas bekostnad. Nya vajerräcken är den vägåtgärd som i störst utsträckning bidragit till att minska olyckorna för bilister. Men det har gjort det omöjligt att cykla på vägen. Det är en förklaring till att cyklandet har minskat på landsbygden. Trafikverket slår sig för bröstet för att antalet dödade och skadade har minskat i en del av samhället när det samtidigt har inneburit att personer dör i en annan del.Trafikverkets översyn av Nollvisionen från 2016 beskriver hur olyckor för bilister ska förhindras. För cyklisterna ses olyckorna som “oundvikliga” och att skadorna ska lindras genom att cyklisterna ska sänka hastigheten samt bära fluorescerande kläder och skyddsutrustning. Krav på att cyklister ska skydda sig själva från farliga vägar och bilar riskerar att minska cyklandet.Detta är cyniskt, då det finns flera åtgärder som Trafikverket kan göra för att också förhindra cykelolyckor. Trafikverkets egna beräkningar visar att säkrare cykelinfrastruktur skulle leda till 78 färre allvarligt skadade cyklister per år. Sänkt hastighet i tätbebyggt område och bättre vinterväghållning för cyklister skulle leda till 48 respektive 38 färre allvarligt skadade per år.Men istället för att satsa på det som skulle öka cyklingen och göra den säkrare har de senaste tjugo åren inneburit motsatsen. Nu gör elcykelpremien att försäljningen av elcyklar ökar dramatiskt och nyligen utsågs elcykeln till årets julklapp. Nu finns det möjligheter att tänka nytt i trafikpolitiken.Nyttorna med ökad aktiv mobilitet, såsom gång och cykling, är så mycket större än trafiksäkerhet. I jämförelse med olycksriskerna är hälsoeffekterna 20 gånger större. I Sverige dör varje år 1 500 personer på grund av luftföroreningar och vägdamm från trafiken, och flera 1000-tals personer dör varje år i förtid på grund av fysiskt inaktiv livsstil.Därför behöver Sverige en ny nollvision som räddar, förbättrar och förlänger liv istället för att så få som möjligt ska dödas eller skadas. Ett sådant mål kan bara nås genom att främja aktiv mobilitet. Klas ElmSvensk Cykling Gunilla Brynell JohanssonVD, Vätternrundan Lars StrömgrenEuropean Cyclists’ Federation Lovisa LarssonTrafiksäkerhetsrådet Peter SchantzProfessor, Gymnastik- och idrottshögskolan (GIH) Arijana MarjanovicCykelfrämjandet Henrik OretorpSvenska Cykelstäder Bertil ForsbergProfessor, Umeå Universitet
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| 6. |
- Forsberg, Artur, 1943-, et al.
(författare)
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Styrkans betydelse vid längdåkning
- 1979
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Ingår i: Svensk skidsport : organ för Svenska skidförbundet. - 0049-2671. ; :9, s. 21-24
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Tidskriftsartikel (övrigt vetenskapligt/konstnärligt)
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| 7. |
- Lundvall, Suzanne, 1957-, et al.
(författare)
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Physical Activities and Their Relation to Physical Education : A 200-Year Perspective and Future Challenges
- 2013
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Ingår i: The Global Journal of Health and Physical Education Pedagogy. - Urbana, IL, USA. ; 2:1, s. 1-16
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Tidskriftsartikel (refereegranskat)abstract
- In this macrolevel overview, a model of the multiplicity of the field of bodily movement cultures is initially presented. The model is then used to illuminate how different bodily movement practices emerged over time, became embedded, remained, faded, or disappeared in the world’s oldest physical education teacher education (PETE) program. Through thiscontinuity and discontinuity of practices, five distinct phases are identified, although sometimes intertwined, and their contextual background is described. The first phase is characterized by the establishment of Ling gymnastics from the early 19thcentury and by its fall in the 20thcentury. The next phase started in the late 19thcentury and dealt with the introduction of sportsand outdoor life. During a third phase, sports became the dominating movement practice. The fourth phase is related to the rise and fall of a separate female gymnastics culture during the 20thcentury. The fifth phase is characterized by the introduction of everyday life physical activities at the beginning of the new millennium. The overview is followed by reflections on the future content of bodily movement practices and sought-after values in PETE and physical education in the school system.
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| 8. |
- Nilsson Sommar, Johan, et al.
(författare)
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Overall health impacts of a potential increase in cycle commuting in Stockholm, Sweden
- 2022
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Ingår i: Scandinavian Journal of Public Health. - : Sage Publications. - 1403-4948 .- 1651-1905. ; 50, s. 552-564
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Tidskriftsartikel (refereegranskat)abstract
- Objectives: To estimate the overall health impact of transferring commuting trips from car to bicycle..Design and setting: In this study registry information on location of home and work for residents in the County of Stockholm was used to obtain the shortest travel route on a network of bicycle paths and roads. Current modes of travel to work were based on travel survey data. The relation between duration of cycling and distance cycled was established as a basis for selecting the number of individuals that normally would drive a car to their work place, but have a distance to work that they could bicycle within 30 minutes. The change in traffic flows was estimated by a transport model (LuTrans) and effects on road traffic injuries and fatalities were estimated by using national hospital injury data. Effects on air pollution concentrations were modelled using dispersion models.Results: Within the scenario, 111 000 commuters would shift from car to bicycle. This corresponds to 32% of the existing car commuters. On average the increased physical activity reduced the one-year mortality risk by 12% among the additional bicyclists corresponding to 16 fewer premature deaths per year. Including the number of years lost due to morbidity, the total number of disability adjusted life years (DALYs) gained was 696. The amount of DALYs per year gained in the general population due to reduced air pollution concentrations at home addresses was 471. The number of DALYs lost by traffic injuries was 176. Including also air pollution effects among bicyclists, the scenario was calculated to each year give a net benefit of 939 DALYs.Conclusion: The health impact assessment of transferring commuting by car to bicycle estimated large health benefits even then considering injuries and air pollution exposure among bicyclists.
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| 9. |
- Nilsson Sommar, Johan, et al.
(författare)
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Potential for reduced premature mortality by current and increased bicycle commuting : a health impact assessment using registry data on home and work addresses in Stockholm, Sweden.
- 2021
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Ingår i: BMJ Open Sport & Exercise Medicine. - : BMJ Publishing Group Ltd. - 2055-7647. ; 7:1
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Tidskriftsartikel (refereegranskat)abstract
- Objectives: The study aims to make use of individual data to estimate the impact on premature mortality due to both existing commuter bicycling and the potential impact due to increased physical activity through shifting transport mode from car commuting to bicycling.Methods: Using registry data on home and work addresses for the population of Stockholm County the shortest bicycling route on a network of bicycle paths and roads was retrieved. Travel survey data were used to establish current modes of commuting. The relation between duration of bicycling and distance bicycled within the general population in 2015 was established as a basis for identifying individuals that currently drive a car to work but were estimated to have the physical capacity to bicycle to work within 30 min. Within this mode-shift scenario from car-to-bike the duration of bicycling per week was estimated, both among current and potential bicycle commuters. The health impact assessment (HIA) on mortality due to bicycle commuting physical activity was estimated using the same relative risk as within the WHO Health Economic Assessment Tool.Results: The current number of bicycle commuters were 53 000, and the scenario estimated an additional 111 000. Their mean bicycle distances were 4.5 and 3.4 km, respectively. On average these respective amounts of physical activity reduced the yearly mortality by 16% and 12%, resulting in 11.3 and 16.2 fewer preterm deaths per year.Conclusion: The HIA of transferring commuting by car to bicycle estimated large health benefits due to increased physical activity.
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| 10. |
- Olsson, Karin, et al.
(författare)
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Are heart rate methods based on ergometer cycling and level treadmill walking interchangeable?
- 2020
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Ingår i: PLOS ONE. - : Public Library of Science (PLoS). - 1932-6203. ; 15:8
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Tidskriftsartikel (refereegranskat)abstract
- Introduction. The heart rate (HR) method is a promising approach for evaluating oxygen uptake (V̇O2), energy demands and exercise intensities in different forms of physical activities. It would be valuable if the HR method, established on ergometer cycling, is interchangeable with other regular activities, such as level walking. This study therefore aimed to examine the interchangeability of the HR method when estimating V̇O2 for ergometer cycling and level treadmill walking in submaximal conditions. Methods. Two models of HR-V̇O2 regression equations for cycle ergometer exercise (CEE) and treadmill exercise (TE) were established with 34 active commuters. Model 1 consisted of three submaximal intensities of ergometer cycling or level walking, model 2 included also one additional workload of maximal ergometer cycling or running. The regression equations were used for estimating V̇O2 with seven individual HR values based on 25-85% of HR reserve (HRR). The V̇O2 estimations were compared between CEE and TE, within and between each model. Results. Only minor, and in most cases non-significant, average differences were observed when comparing the estimated V̇O2 levels between CEE and TE. Model 1 ranged from -0.4 to 4.8% (n.s.) between 25-85 %HRR. In model 2, the differences between 25-65 %HRR ranged from 1.3 to -2.7% (n.s.). At the two highest intensities, 75 and 85 %HRR, V̇O2 was slightly lower (3.7%, 4.4%; P < 0.05), for CEE than TE. The inclusion of maximal exercise in the HR-V̇O2 relationships reduced the individual V̇O2 variations between the two exercise modalities. Conclusion. The HR methods, based on submaximal ergometer cycling and level walking, are interchangeable for estimating mean V̇O2 levels between 25-85% of HRR. Essentially, the same applies when adding maximal exercise in the HR-V̇O2 relationships. The inter-individual V̇O2 variation between ergometer cycling and treadmill exercise is reduced when using the HR method based on both submaximal and maximal workloads.
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