Western cities are rapidly densifying, and new building typologies are being invented to mitigate high-rise and balance residential, commercial and recreational functions. This vertical urbanization requires rethinking the traditional design of public space to promote citizens’ well-being. While the scarce studies on high-rise environments indicate several risks, including social fragmentation (Henderson-Wilson 2008; Love et al., 2014), mental stress and undermining attention restoration (Mazumder et al., 2020; Lindal & Hartig 2013), evidence on the potential salutary and mitigating effects of architectural design qualities is limited (Suurenbroek & Spanjar 2023).The Building for Well-being research project combines biometric and social data-collection techniques to address this gap. It builds on studies investigating how built environments allow user engagement (Mallgrave 2013; Simpson 2018) and afford important activities (Gibson 1966). This case study focuses on the experiences of predominant users of the NDSM Wharf in Amsterdam as it is transformed from a post-industrial site into a high-density, mixed-use neighborhood. Using eye-tracking, field and laboratory-based surveys, it explores how residents, passers-by and visitors visually experience, appreciate and perceive the restorative value of the wharf’s recently developed urban spaces.Thirty-six university students were randomly recruited as test subjects for the laboratory test and assigned to one of the three user groups. The resident and passer-by groups were primed for familiarity. Each group was assigned a distinct walking mode and participants were told to imagine they were strolling (residents), rushing (passers-by) or exploring (visitors). The exposure time to visual stimuli of participants was five seconds per image. Afterwards, they reported on the perceived restorative quality of ten urban spaces, focusing on: (1) sense of being away, (2) level of complexity-compatibility and (3) fascination, based on an adapted Restorative Components Scale (RCS, Yin et al. 2022; Laumann et al. 2001). Self-reported appreciation per scene was measured on a 10-point Likert scale and subjects indicated elements in the ten urban spaces they liked or disliked (see Figure 1). A semi-structured on-site survey was also carried out to investigate user experiences further and for triangulation. Thirty-one users, consisting of residents, passers-by and visitors to the NDSM Wharf, rated their appreciation of the site and its perceived restorative and design qualities (following Ewing & Clemente, 2013) on a 10-point Likert scale.The meta-data analysis of RCS statistics, appreciation values, eye-tracking metrics and heatmaps reveals distinct visual patterns among user groups. This points to the influence of environmental tasks and roles (see Figure 2). Strolling and exploring resulted in a comprehensive visual exploration of scenes with a higher mean total fixation count and shorter mean total fixation duration than goal-oriented walking. It suggests that walking mode determines the level of openness to the environment and that architectural attributes can also steer visual exploration. Scenes with the highest appreciation scores correlated with the RCS outcomes. They displayed coherence and opportunities for social engagement, contrasting with scenes with inconsistent industrial and contemporary features. These findings provide spatial designers with insights into the subliminal experiences of predominant user groups to promote well-being in urban transformation.
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Active transport to school is associated with higher levels of physical activity in children. Promotion of active transport has therefore gained attention as a potential target to increase children’s physical activity levels. Recent studies have recognized that the distance between home and school is an important predictor for active travel among children. These studies did not yet use the promising global positioning system (GPS) methods to objectively assess active transport. This study aims to explore active transport to school in relation to the distance between home and school among a sample of Dutch elementary school children, using GPS. Seventy-nine children, aged 6-11 years, were recruited in six schools that were located in five cities in the Netherlands. All children were asked to wear a GPS receiver for one week. All measurements were conducted between December 2008 and April 2009. Based on GPS recordings, the distance of the trips between home and school were calculated. In addition, the mode of transport (i.e., walking, cycling, motorized transport) was determined using the average and maximum speed of the GPS tracks. Then, proportion of walking and cycling trips to school was determined in relation to the distance between home and school. Out of all school trips that were recorded (n = 812), 79.2% were classified as active transport. On average, active commuting trips were of a distance of 422 meters with an average speed of 5.2 km/hour. The proportion of walking trips declined significantly at increased school trip distance, whereas the proportion of cycling trips (β = 1.23, p < 0.01) and motorized transport (β = 3.61, p < 0.01) increased. Almost all GPS tracks less than 300 meters were actively commuted, while of the tracks above 900 meters, more than half was passively commuted. In the current research setting, active transport between home and school was the most frequently used mode of travel. Increasing distance seems to be associated with higher levels of passive transport. These results are relevant for those involved in decisions on where to site schools and residences, as it may affect healthy behavior among children. https://doi.org/10.1186/1471-2458-14-227 LinkedIn: https://www.linkedin.com/in/sanned/
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Western cities are rapidly densifying, and new building typologies are beinginvented to mitigate high-rise and balance residential, commercial andrecreational functions. This vertical urbanization requires rethinking thetraditional design of public space to promote citizens’ well-being. While the scarce studies on high-rise environments indicate several risks, including social fragmentation and privatization of public functions (Henderson-Wilson 2008; Love et al., 2014), mental stress and undermining attention restoration (Mazumder et al., 2020; Lindal & Hartig 2013), evidence on the potential salutary and mitigating effects of architectural design qualities is limited (Suurenbroek & Spanjar 2023).The Building for Well-being research project combines biometric and socialdata-collection techniques to address this gap. It builds on studies investigatinghow built environments allow user engagement (Mallgrave 2013; Simpson2018) and afford important activities (Gibson 1966). This case study focuseson the experiences of predominant users of the NDSM Wharf in Amsterdamas it is transformed from a post-industrial site into a high-density, mixeduseneighborhood. Using eye-tracking, field and laboratory-based surveys, itexplores how residents, passers-by and visitors visually experience, appreciateand perceive the restorative value of the wharf’s recently developed urbanspaces.Thirty-six university students were randomly recruited as test subjects for thelaboratory test and assigned to one of the three user groups. The residentand passer-by groups were primed for familiarity. Each group was assigneda distinct walking mode and participants were told to imagine they werestrolling (residents), rushing (passers-by) or exploring (visitors). The exposuretime to visual stimuli of participants was five seconds per image. Afterwards,they reported on the perceived restorative quality of ten urban spaces,focusing on: (1) sense of being away, (2) level of complexity-compatibilityand (3) fascination, based on an adapted Restorative Components Scale (RCS,Yin et al. 2022; Laumann et al. 2001). Self-reported appreciation per scenewas measured on a 10-point Likert scale and subjects indicated elements inthe ten urban spaces they liked or disliked (see Figure 1). A semi-structuredon-site survey was also carried out to investigate user experiences furtherand for triangulation. Thirty-one users, consisting of residents, passers-byand visitors to the NDSM Wharf, rated their appreciation of the site and itsperceived restorative and design qualities (following Ewing & Clemente, 2013)on a 10-point Likert scale.The meta-data analysis of RCS statistics, appreciation values, eye-trackingmetrics and heatmaps reveals distinct visual patterns among user groups. Thispoints to the influence of environmental tasks and roles (see Figure 2). Strollingand exploring resulted in a comprehensive visual exploration of scenes with ahigher mean total fixation count and shorter mean total fixation duration thangoal-oriented walking. It suggests that walking mode determines the level ofopenness to the environment and that architectural attributes can also steervisual exploration. Scenes with the highest appreciation scores correlatedwith the RCS outcomes. They displayed coherence and opportunities forsocial engagement, contrasting with scenes with inconsistent industrial andcontemporary features. These findings provide spatial designers with insightsinto the subliminal experiences of predominant user groups to promote wellbeing in urban transformation.
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Background: The purpose of this study is to increase our understanding of environmental correlates that are associated with route choice during active transportation to school (ATS) by comparing characteristics of actual walking and cycling routes between home and school with the shortest possible route to school. Methods: Children (n = 184; 86 boys, 98 girls; age range: 8–12 years) from seven schools in suburban municipalities in the Netherlands participated in the study. Actual walking and cycling routes to school were measured with a GPS-device that children wore during an entire school week. Measurements were conducted in the period April–June 2014. Route characteristics for both actual and shortest routes between home and school were determined for a buffer of 25 m from the routes and divided into four categories: Land use (residential, commercial, recreational, traffic areas), Aesthetics (presence of greenery/natural water ways along route), Traffic (safety measures such as traffic lights, zebra crossings, speed bumps) and Type of street (pedestrian, cycling, residential streets, arterial roads). Comparison of characteristics of shortest and actual routes was performed with conditional logistic regression models. Results: Median distance of the actual walking routes was 390.1 m, whereas median distance of actual cycling routes was 673.9 m. Actual walking and cycling routes were not significantly longer than the shortest possible routes. Children mainly traveled through residential areas on their way to school (>80 % of the route). Traffic lights were found to be positively associated with route choice during ATS. Zebra crossings were less often present along the actual routes (walking: OR = 0.17, 95 % CI = 0.05–0.58; cycling: OR = 0.31, 95 % CI = 0.14–0.67), and streets with a high occurrence of accidents were less often used during cycling to school (OR = 0.57, 95 % CI = 0.43–0.76). Moreover, percentage of visible surface water along the actual route was higher compared to the shortest routes (walking: OR = 1.04, 95 % CI = 1.01–1.07; cycling: OR = 1.03, 95 % CI = 1.01–1.05). Discussion: This study showed a novel approach to examine built environmental exposure during active transport to school. Most of the results of the study suggest that children avoid to walk or cycle along busy roads on their way to school. https://doi.org/10.1186/s12966-016-0373-y
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Abstract: INTRODUCTION A promising way to stimulate physical activity is to promote the choice for active modes of transport (walking and cycling). Over the past years, several interventions and policies have been implemented to stimulate this mode shift. However, information concerning the effectiveness of these interventions and policies is still limited. The aim of the present study was to systematically review the effectiveness of interventions designed to stimulate a shift from car use to cycling or walking and to obtain insight into the intervention tools that have been used to promote and/or implement these interventions.
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Introduction: Falling causes long term disability and can even lead to death. Most falls occur during gait. Therefore improving gait stability might be beneficial for people at risk of falling. Recently arm swing has been shown to influence gait stability. However at present it remains unknown which mode of arm swing creates the most stable gait. Aim: To examine how different modes of arm swing affect gait stability. Method: Ten healthy young male subjects volunteered for this study. All subjects walked with four different arm swing instructions at seven different gait speeds. The Xsens motion capture suit was used to capture gait kinematics. Basic gait parameters, variability and stability measures were calculated. Results: We found an increased stability in the medio-lateral direction with excessive arm swing in comparison to normal arm swing at all gait speeds. Moreover, excessive arm swing increased stability in the anterior–posterior and vertical direction at low gait speeds. Ipsilateral and inphase arm swing did not differ compared to a normal arm swing. Discussion: Excessive arm swing is a promising gait manipulation to improve local dynamic stability. For excessive arm swing in the ML direction there appears to be converging evidence. The effect of excessive arm swing on more clinically relevant groups like the more fall prone elderly or stroke survivors is worth further investigating. Conclusion: Excessive arm swing significantly increases local dynamic stability of human gait.
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This paper presents the results of an experimental field study, in which the effects were studied of personalized travel feedback on car owners’ car habits, awareness of the environmental impact of their travel choices, and the intention to switch modes. For a period of six weeks, 349 car owners living in Amsterdam used a smart mobility app that automatically registered all their travel movements. Participants in the experiment group received information about travel distance, time, and CO2 emission. Results show that the feedback did not influence self-reported car habits, intention, and awareness, suggesting that personalized feedback may not be a one-size-fits-all solution to change travel habits.
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This paper investigates whether encouraging children to become more physically active in their everyday life affects their primary school performance. We use data from a field quasi‐experiment called the Active Living Program, which aimed to increase active modes of transportation to school and active play among 8‐ to 12‐year‐olds living in low socioeconomic status (SES) areas in the Netherlands. Difference‐in‐differences estimations reveal that while the interventions increase time spent on physical activity during school hours, they negatively affect school performance, especially among the worst‐performing students. Further analyses reveal that increased restlessness during instruction time is a potential mechanism for this negative effect. Our results suggest that the commonly found positive effects of exercising or participating in sports on educational outcomes may not be generalizable to physical activity in everyday life. Policymakers and educators who seek to increase physical activity in everyday life need to weigh the health and well‐being benefits against the probability of increasing inequality in school performance.
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The Netherlands is known globally for its widespread use of bicycles and some call it a “cycling nation”. Indeed, many Dutch inhabitants own a bike and cycle frequently. Numbers show that 84% of the Dutch inhabitants from age 4 years and older own a bike. Those owners have an average of 1.3 bikes per person. This results in 18 million bikes in the Netherlands and 13.5 million bike owners.6 The Dutch use their bike as a means of transportation, but also for sports and exercise. Bike-use fits well in an active lifestyle and it is highly plausible that cycling is responsible for a large part of the daily physical activity in Dutch youth. It is estimated that Dutch people have on average a 6 months longer life expectancy attributable to bicycle use.7 It seems that the nation itself is well shaped to cycle: no large mountains, only a few small hills, and an extensive layout of cycle paths and routes in every city and village. In many urban areas separate cycle paths are very common. Our results show that many Dutch children use the bike as their way of transportation. It was demonstrated that active transportation is responsible for a large part of schoolrelated physical activity in Dutch youth.8 80% of 12-17 year-old children cycled three or more days to or from school/work.9 This resulted in an ‘A’ for the indicator active transportation (walking is included in the grade as well). Active transport is associated with increased total physical activity among youth.10,11 Also evidence is reported for an association between active transport and a healthier body composition and healthier level of cardiorespiratory fitness among youth. Although Dutch children accumulate a lot of daily physical activity through cycling, it is not enough to meet the current national physical activity guidelines of 60 minutes of moderate-to-vigorous physical activity per day. Even though cycling is an important component to the amount of daily physical activity, Dutch youth are not cycling to health
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This study explored associations between perceived neighborhood walkability and neighborhood-based physical activity (NB-PA) and assessed possible moderation effects of the amount of time spent in the home neighborhood and individual characteristics (i.e., educational level and health-related problems). In 2016 to 2017, 509 Dutch adults, living in the South Limburg area, were included. Context-specific PA levels were measured using the Actigraph GT3X+ accelerometer and the Qstarz BTQ1000XT GPS-logger. Perceived neighborhood walkability, level of education, work status, and health-related quality of life were measured with validated self-report instruments. Results showed that individuals with a lower level of education or health-related problems spent more time in the home neighborhood. The perceived neighborhood walkability only affected NB-PA for individuals spending a relatively large amount of time in their home neighborhood. PA-facilitating features in the home neighborhood, for example, aesthetics, were only associated with more NB-PA for individuals without health-related problems or with a higher level of education.
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