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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <language>en-us</language>
    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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    <item>
      <title>Walkable neighborhoods are associated with lower psychological distress through device-measured physical activity: Evidence from the All of Us Research Program, United States</title>
      <link>https://trid.trb.org/View/2702896</link>
      <description><![CDATA[Neighborhood walkability may influence mental health through physical activity, but the behavioral pathway and underlying mechanisms remain unclear. The authors examined whether walkability affects psychological distress through physical activity, and whether benefits operate via metabolic improvements or direct pathways independent of body mass index (BMI). The authors analyzed data from 5858 United States All of Us Research Program participants (mean age 58.5 ± 15.6 years, 69% female, data collected 2018–2023) with device-measured physical activity and validated psychological distress assessments. Structural equation modeling (SEM) tested pathways from perceived neighborhood walkability to psychological distress through moderate-to-vigorous physical activity (MVPA) and BMI, controlling for age and neighborhood socioeconomic disadvantage. Walkability significantly predicted greater MVPA (β = 0.11, p < .001), which predicted lower psychological distress (β = −0.11, p < .001). This effect was intensity-specific: only MVPA demonstrated associations with both walkability and all distress indicators. Pathway decomposition showed 85% of MVPA's protective effect operated through direct pathways rather than BMI reduction (15%). Neighborhood walkability is associated with lower psychological distress primarily through MVPA-mediated pathways that operate independently of BMI changes. These findings support walkable infrastructure investments as upstream, population-level mental health interventions aligned with health-at-every-size frameworks, with infrastructure designed to facilitate MVPA.]]></description>
      <pubDate>Thu, 18 Jun 2026 16:34:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2702896</guid>
    </item>
    <item>
      <title>Physical activity and subjective cognitive decline among U.S. older adults: A population-based analysis of the 2023 behavioral risk factor surveillance system</title>
      <link>https://trid.trb.org/View/2639410</link>
      <description><![CDATA[This study sought to assess associations between physical activities and subjective cognitive decline (SCD) among older adults aged 65 years and above. Data were drawn from the 2023 Behavioral Risk Factor Surveillance System and included older adults who completed the cognitive decline module. Multivariable regression models were performed to assess the relationship between self-reported physical activity levels and SCD. The authors further conducted stratified analyses of 11 types of primary physical activity. Among 73,339 older adults, 33.1 % reported no physical activity, 14.7 % reported insufficient physical activity, 28.4 % met one guideline only, and 23.8 % met both guidelines. Walking (39.7 %), gardening or yard work (8.6 %), and bicycling (2.7 %) were the most commonly reported primary physical activities. As compared to those without physical activities, older adults who engaged in physical activity and met guidelines were less likely to report SCD (only one guideline, Adjusted Prevalence Ratio[95 % CI] = 0.87[0.78, 0.96]; both guidelines, APR[95 % CI] = 0.81[0.73, 0.90]). Participation in certain primary activity types, combined with meeting at least one physical activity guideline, was associated with lower odds of SCD. The findings highlight the importance of meeting physical activity guidelines to mitigate the risk of SCD among older adults and reveal varying effects by primary activity types.]]></description>
      <pubDate>Thu, 15 Jan 2026 14:31:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2639410</guid>
    </item>
    <item>
      <title>Temporary urban environment changes to promote physical activity in urban populations: A scoping review</title>
      <link>https://trid.trb.org/View/2608653</link>
      <description><![CDATA[To examine what is known about the role of Temporary Urban Environment Changes (TUECs) in promoting physical activity in urban contexts. The authors conducted a scoping review in line with the Preferred Reporting Items for Systematic Reviews and Meta-Analyses extension for Scoping Reviews. The authors systematically searched MEDLINE (Ovid), Web of Science, PubMed, SPORTDiscus, CINAHL, Scopus and PsycINFO, with screening and selection based on predefined criteria. Searches were completed in September 2024.Forty-two studies met the inclusion criteria, mostly published after 2019 and set in high- income countries (primarily the United States and Europe). Five TUECs categories were identified: Open/Play Streets and Ciclovía, pop-up cycle lanes, pop-up parks, parklets/plazas, and other. Walking and cycling were the most frequently supported activities; 38 studies reported a beneficial direction of effect on physical activity and 4 were inconclusive. The evidence base is dominated by observational or cross-sectional designs, with inconsistent theoretical framing and heterogeneous physical-activity measures (mostly self-report or on-site observation, with few device-based measures). Equity dimensions, including reach among inactive groups, deprivation, disability and age, were rarely examined. TUECs offer a flexible and increasingly relevant approach to supporting physical activity in urban environments. This review consolidates a fragmented evidence base and proposes a coherent lens for understanding how temporary spatial interventions are conceptualized, operationalized, and evaluated. As urban areas seek scalable, health-oriented solutions, TUECs deserve closer attention—not as isolated experiments, but as strategic tools within broader public health and urban planning agendas.]]></description>
      <pubDate>Tue, 18 Nov 2025 09:30:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2608653</guid>
    </item>
    <item>
      <title>Travel distance to the general practitioner and women's participation in cervical cancer screening in Denmark – A population-based cohort study, 2017</title>
      <link>https://trid.trb.org/View/2576440</link>
      <description><![CDATA[Previous studies found disparities in utilization of cervical cancer screening programs. Geographical distance to the screening location may affect women's participation. The aim of this study was to investigate the association between travel distance from residence to general practitioner, and invited women's participation in a national screening program for cervical cancer. Data were obtained from Danish national registers including all women invited to the screening program in 2017 (n = 341,708). Travel distance from residence to the general practitioner was calculated based on geocoded addresses and the road network. Multilevel logistic regression was used to calculate odds ratios (ORs) of participation with 95 % confidence intervals (CI).Based on 271,959 women with complete information, screening participation decreased from 67.7 % among women with a travel distance of 1.0–4.9 km to 61.1 % among women with ≥15.0 km. Adjusted for ethnicity, education, and age, women with ≥15.0 km to the general practitioner had 22 % lower odds of participation compared to those living 1.0–4.9 km away (OR = 0.78, 95 %CI [0.75;0.81]). Women with <1.0 km to the general practitioner had 10 % lower odds of participation (OR = 0.90, 95 %CI [0.88;0.93]). Sensitivity analysis indicated an exposure-response relationship when distance was ≥5 km, implying lower odds of participation with increasing distance above 5 km. Travel distance to the general practitioner was associated with participation in screening. Future initiatives should promote equal access to preventive health services focusing on women having a long travel distance to their general practitioner, as well as those living very close to their general practitioner.]]></description>
      <pubDate>Wed, 20 Aug 2025 11:57:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2576440</guid>
    </item>
    <item>
      <title>Proximity to public transportation and incidence of depression risk among older adults: A three-year longitudinal analysis from the Japan Gerontological evaluation study</title>
      <link>https://trid.trb.org/View/2478294</link>
      <description><![CDATA[Depression in older adults has been associated with environmental factors, such as green spaces and walkable neighborhoods; however, evidence on the relationship between proximity to public transportation and mental health is scarce. This multi-municipality longitudinal study examined the association between proximity to public transportation and risk of depression among older adults and considered car usage. The authors analyzed data from 4947 functionally independent adults, aged 65 years and older who resided in 25 municipalities across Japan. Data were obtained via the Japan Gerontological Evaluation Study in 2016 and 2019. The authors assessed depression over three years in older adults without depression at baseline via the Geriatric Depression Scale-15. The authors subjectively and objectively measured their proximity to public transportation. Logistic regression analyses were performed, adjusted for covariates, with analyses stratified by car usage. Of the participants, 9.76 % developed depression over a three-year period. Those without car usage and with reported lack of proximal public transport exhibited a higher incidence of depression (OR = 1.60, 95 %CI: 1.05–2.42) compared with those who had better access. No significant association was observed in the car user group. Furthermore, no significant association was observed in the analysis that used objective measures with Geographic Information System (GIS) data. Subjective limited access to public transport was significantly associated with the risk of depression among older adults without car usage. Hence, improving and maintaining transportation infrastructure may mitigate the risk of depression.]]></description>
      <pubDate>Mon, 27 Jan 2025 15:11:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2478294</guid>
    </item>
    <item>
      <title>Public transport use and mortality among older adults in England: A cohort study</title>
      <link>https://trid.trb.org/View/2409624</link>
      <description><![CDATA[Most evidence on transport use and mortality has focused on the commute to work. This study aims to fill a gap by assessing relationships between public transport use and mortality among older adults. Data come from a cohort of 10,186 individuals aged 50 or older who participated in the English Longitudinal Study of Ageing (ELSA), with survey data linked to mortality records over 16 years (2002–2018). The authors assessed a binary measure of public transport use and frequency of use from ‘every day or nearly every day’ to ‘never’. Cox proportional-hazards regression models were used to estimate hazard ratios (HRs) with 95% confidence intervals (CIs) for associations between public transport use and mortality. Analyses were adjusted for a range of covariates including socio-demographic factors, chronic disease, and self-reported problems with daily living activities. Overall, 3371 participants (33.1%) died within the study period. Mortality was lower among public transport users (21.3%) compared with non-users (64.2%). Adjusted analyses found that users had 34% lower mortality than non-users (HR 0.66 (95% CI 0.61;0.71)). Adjusted analyses showed similar association sizes across frequencies of public transport use, with those using public transport every day or nearly every day having 41% lower mortality than never users (HR 0.59 (0.49;0.71)). Associations were similar among those with and without a longstanding illness. The use of public transport among older adults is linked to lower levels of mortality. Reductions in provision of public transport services could be detrimental to both transportation and population health.]]></description>
      <pubDate>Mon, 05 Aug 2024 13:52:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2409624</guid>
    </item>
    <item>
      <title>The relationship between neighbourhood built characteristics, physical activity, and health-related fitness in urban dwelling Canadian adults: A mediation analysis.</title>
      <link>https://trid.trb.org/View/2393272</link>
      <description><![CDATA[Physical activity supportive environments have the potential to promote health-related fitness in adults. However, the extent to which neighborhood-built characteristics promote health-related fitness via physical activity has received little research attention. Therefore, the objective was to estimate the indirect and direct effects between neighborhood built characteristics and health-related fitness mediated by physical activity. Using cross-sectional data collected between 2014 and 2019, the authors merged neighborhood built characteristics, physical activity, and health-related fitness variables, derived from two Canadian national databases. Using these data, the authors estimated sex-stratified covariate-adjusted path models (males: n = 983 to 2796 and females: n = 962 to 2835) to assess if accelerometer-measured light, moderate, and vigorous intensity physical activity mediated associations between objectively measured neighborhood-built characteristics (intersection density, dwelling density, points of interest, and transit density) and health-related fitness (grip strength, jump height, V̇O2max, and flexibility). Across 16 sex-specific models, the authors estimated 48 indirect and 16 direct effects. Concerning significant associations, for males the authors found that 16.6% of indirect and 18.8% of direct were negative and 4.2% of indirect and 0% of direct were positive. For females, the authors found that 12.5% of indirect and 0% of direct were negative and 0% of indirect and 25% of direct effects were positive. Individual Canadian Active Living Environment built characteristics are positively associated with moderate-intensity physical activity and negatively associated with light-intensity physical activity. Further, associations between activity friendly neighborhood characteristics and health related-fitness may be distinct from physical activity.]]></description>
      <pubDate>Tue, 25 Jun 2024 10:31:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2393272</guid>
    </item>
    <item>
      <title>Neighbourhood walkability and greenspace and their associations with health-related fitness in urban dwelling Canadian adults</title>
      <link>https://trid.trb.org/View/2381170</link>
      <description><![CDATA[Muscular strength and body composition are important components of health-related fitness (HRF). Grip strength and body fat percent, in particular, are associated with chronic disease and affected by health behaviors. Evidence suggests relationships between the neighborhood built environment (BE) and HRF exist, however, few studies have focused on grip strength and body fat percent. Therefore, the study aimed to estimate the sex-specific associations between the neighborhood BE, grip strength, and body fat percent among urban-dwelling Canadian adults. The authors analyzed cross-sectional survey and HRF data collected in 2011-2015 from 4052 males and 7841 females (Alberta's Tomorrow Project, Canada). Grip strength and body fat percent were measured via handgrip dynamometry and bioelectrical impedance analysis, respectively. Walkability (Canadian Active Living Index) and greenness (Normalized Difference Vegetation Index) estimates were linked to participant data. Sex-stratified covariate-adjusted linear regression models estimated the associations between the BE and HRF variables. Walkability was negatively associated with grip strength and body fat percent in males (β -0.21, 95%CI: -0.31 to -0.11 and β -0.08, 95%CI: -0.15 to -0.02, respectively) and females (β -0.06, 95%CI: -0.10 to -0.01 and β -0.08, 95%CI: -0.14 to -0.02, respectively). Greenness was positively associated with grip strength in males (β 6.99, 95%CI: 3.62 to 10.36) and females (β 2.72, 95%CI: 1.22 to 4.22) but not with body fat percent. Controlling for physical activity and sitting did not attenuate these associations. Characteristics of the neighborhood BE appear to be associated muscular strength and body composition, independent of physical activity and sedentary behavior.]]></description>
      <pubDate>Thu, 30 May 2024 11:58:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2381170</guid>
    </item>
    <item>
      <title>Pedestrian-oriented zoning moderates the relationship between racialized economic segregation and active travel to work, United States</title>
      <link>https://trid.trb.org/View/2297135</link>
      <description><![CDATA[Pedestrian-oriented zoning, including zoning code reforms (ZCR), may be especially beneficial to racially and economically segregated communities, which may lack built environment features that support physical activity. This study examined associations between racialized economic segregation, measured by quintiles of the Index of Concentration at the Extremes, and public transit (PTW) and active travel (ATW) to work, and whether associations were moderated by pedestrian-oriented zoning provisions and ZCR, respectively. Zoning codes effective as of 2010 representing 3914 US municipalities (45.45% of US population) were evaluated for the presence of ZCR and eight pedestrian-oriented zoning provisions. These data were linked with American Community Survey 2013–2017 and NAVTEQ 2013 data on the outcomes and relevant covariates. Fractional logit regressions were computed with standard errors clustered on county. Workers from more deprived quintiles were less likely to engage in PTW and ATW (OR = 0.22–0.55, p < 0.01), and tests revealed moderation by zoning (p < 0.05). ZCR was positively associated with PTW for the three most deprived quintiles (OR = 1.53–2.38, p < 0.01), and with ATW for the two most deprived quintiles (OR = 1.42–1.69, p < 0.01) and the second most privileged quintile (OR = 1.26, p < 0.05). In the most privileged quintile, the zoning scale score was negatively associated with PTW (OR = 0.91, p < 0.001) and ATW (OR = 0.94, p < 0.01). However, in the most deprived quintiles, the zoning scale score was positively associated with PTW (Q2: OR = 1.13, p < 0.01) and ATW (Q1-Q2: OR = 1.07–1.09, p < 0.05). Pedestrian-oriented zoning can provide opportunities for ATW in the most deprived communities. Work is needed to explore zoning policy implementation in those communities.]]></description>
      <pubDate>Wed, 14 Feb 2024 14:42:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2297135</guid>
    </item>
    <item>
      <title>Determining pathways of effect between correlates and outcomes of transport-related physical activity at differing timepoints across the lifecourse: A structural equation modelling approach</title>
      <link>https://trid.trb.org/View/2315467</link>
      <description><![CDATA[Transport-related physical activity levels differ across the lifecourse; however, the nature of these differences is poorly understood. This study examined the relationship between correlates of transport-related physical activity and how they differ in strength, pathway, and direction across the lifecourse. Structural Equation Modelling assessed relationships between correlates (e.g., age, smoking, education) and transport-related physical activity (assessed via the International Physical Activity Questionnaire) at four timepoints of the Australian Childhood Determinants of Adult Health study: childhood (7-15y; n = 6302), early-adulthood (26-36y; n = 2700), early/mid-adulthood (31-41y; n = 1649), and mid-adulthood (36-49y; n = 1794). Several pathways were consistent across the lifecourse. Self-rated health directly associated with transport-related physical activity across all timepoints. During adulthood greater body mass index and smoking frequency were indirectly associated with lower levels of transport-related physical activity via self-rated health; similarly, lower educated adults, who smoked more frequently, and had poorer health, had lower transport-related physical activity. Urban residence was directly associated with greater transport-related physical activity in childhood and early-adulthood; having more children in early/mid- and mid-adulthood was directly associated with less transport-related physical activity. This is the first study to report pathways of direct and indirect association between correlates and transport-related physical activity at key lifecourse stages. The pathways highlighted can inform policy and practice to aid in the development of age-specific lifecourse interventions.]]></description>
      <pubDate>Wed, 14 Feb 2024 14:42:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2315467</guid>
    </item>
    <item>
      <title>Associations between the built environment and physical activity in children, adults and older people: A narrative review of reviews</title>
      <link>https://trid.trb.org/View/2321827</link>
      <description><![CDATA[Physical activity is essential for promoting public health, and it is affected by the built environment at population level. Extensive evidence exists on the associations between the built environment and physical activity, but results are inconclusive for different age groups. Therefore, the authors conducted a narrative review summarizing existing reviews on the associations between the built environment and physical activity for children, adults and older people and synthesized their findings. The authors followed the PRISMA 2020 review procedure and searched for systematic reviews published between January 2010 and April 2022 in seven databases (Scopus, Web of Science, Medline, PsycINFO, EMBASE, SocIndex and Cochrane Library) using keywords related to the built environment, urban interventions, physical activity and health. The selection process yielded 29 reviews with moderate to high quality. From these reviews, the authors identified 21 built environment characteristics, several of which were positively related to physical activity. For example, children and older people's physical activity was positively associated with pedestrian-friendly features and general safety. Furthermore, adults and older people's physical activity was positively related to the availability and accessibility of shops/commercial services and parks/open spaces. Lastly, the walkability index was positively associated with physical activity in every age group. The findings provide valuable information on creating health-promoting urban environments for practitioners. Further research is needed to understand which characteristics make urban environments age friendly for physical activity. Special attention should be paid to less explored promising characteristics such as street lighting and the quality of green spaces.]]></description>
      <pubDate>Wed, 14 Feb 2024 14:42:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2321827</guid>
    </item>
    <item>
      <title>Changes in active commuting and changes in health: Within- and between-individual analyses among 16 881 Finnish public sector employees</title>
      <link>https://trid.trb.org/View/2274500</link>
      <description><![CDATA[Active commuting, such as walking or cycling to work, can be beneficial for health. However, because within-individual studies on the association between change in active commuting and change in health are scarce, the previous results may have been biased due to unmeasured confounding. Additionally, prior studies have often lacked information about commuting distance. The authors used two waves (2020, T1 and 2022, T2) of self-report data from the Finnish Public Sector study (N = 16,881; 80% female) to examine the within- and between associations (in a hybrid model) between active commuting and health. Exposure was measured by actively commuted kilometers per week, that is, by multiplying the number of walking or cycling days per week with the daily commuting distance. The primary outcome, self-rated health, was measured at T1 and T2. The secondary outcomes, psychological distress, and sleep problems were measured only at T2 and were therefore analyzed only in a between-individual design. After adjustment for potential time-varying confounders such as socioeconomic factors, body mass index, and health behaviors, an increase equivalent to 10 additional active commuting kilometers per week was associated with a small improvement in self-rated health (within-individual unstandardized beta = 0.01, 95% CI 0.01–0.02; between-individual unstandardized beta = 0.03, 95% CI 0.02–0.04). No associations were observed between changes in active commuting and psychological distress or sleep problems. An increase in active commuting may promote self-rated health. However, increase of tens of additional kilometers in commuting every day may be required to produce even a small effect on health.]]></description>
      <pubDate>Wed, 15 Nov 2023 09:19:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2274500</guid>
    </item>
    <item>
      <title>Functional forms of socio-territorial inequities in breast cancer screening – A French cross-sectional study using hierarchical generalised additive models</title>
      <link>https://trid.trb.org/View/2219816</link>
      <description><![CDATA[To reduce the breast cancer burden, the French National Organized Breast Cancer Screening Program (FNOBCSP) was implemented in 2004. The recommended participation rate has never been achieved and socio-territorial inequities in participation have been reported on several occasions. The authors investigated the functional forms and consistency of the relationships between neighborhood deprivation, travel time to the nearest accredited radiology center and screening uptake. The authors used two-level hierarchical generalized additive models in 8 types of territories classified by socio-demographic and economic factors. The first level was 368,201 women aged 50–72 invited to the 2013–2014 screening campaign in metropolitan France. They were nested in 41 departments, the level of organization of the FNOBCSP. The effect of travel time showed two main patterns: it was either linear (with participation decreasing as travel time increased) or participation first increased with increasing travel time to a peak around 5–15 min and decreased afterward. In nearly all types and departments, the probability of participation decreased linearly with increasing deprivation. Territorial inequities in participation were more context-dependent and complex than social inequities. Inequities in participation represent a loss of opportunity for individuals who already have the worst cancer outcomes. Evidence-based public health policies are needed to increase the effectiveness and equity of breast cancer screening.]]></description>
      <pubDate>Tue, 01 Aug 2023 14:33:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2219816</guid>
    </item>
    <item>
      <title>Urban design and cardio-metabolic risk factors</title>
      <link>https://trid.trb.org/View/2176122</link>
      <description><![CDATA[Accumulating evidence suggests that the built environment may be associated with cardiovascular disease via its influence on health behaviors. The aim of this study was to estimate the associations between traditional and novel neighborhood built environment metrics and clinically assessed cardio-metabolic risk factors among a sample of adults in Canada. A total of 7171 participants from Alberta's Tomorrow Project living in Alberta, Canada, were included. Cardio-metabolic risk factors were clinically measured. Two composite built environment metrics of traditional walkability and space syntax walkability were calculated using geographic information systems. Among men, space syntax walkability was negatively associated with systolic and diastolic blood pressure (b = −0.87, 95% CI -1.43, −0.31 and b = −0.45, 95% CI -0.86, −0.04, respectively). Space syntax walkability was also associated with lower odds of overweight/obese among women and men (OR = 0.93, 95% CI 0.87, 0.99 and OR = 0.88, 95% CI 0.79, 0.97, respectively). No significant associations were observed between traditional walkability and cardio-metabolic outcomes. This study showed that the novel built environment metric based on the space syntax theory was associated with some cardio-metabolic risk factors.]]></description>
      <pubDate>Fri, 21 Jul 2023 09:18:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2176122</guid>
    </item>
    <item>
      <title>The association between commuting and cardiovascular disease: A biomarker-based analysis of cross-sectional cohort data from the UK Biobank</title>
      <link>https://trid.trb.org/View/2170371</link>
      <description><![CDATA[This study used cross-sectional UK Biobank data to estimate the influence of active and passive commuting modes and commuting distance on cardiovascular disease (CVD) -related biomarkers as measures of health outcomes. The analysis applied logistic regression to assess the risk of exhibiting individual biomarker values outside a predefined reference interval and standard linear regression to estimate the relation between commuting practices and a composite CVD index. The study sample comprised 208,893 UK Biobank baseline survey participants aged 40 to 69 who use various modes of transport to commute to work at least once a week. Participants were recruited and interviewed between 2006 and 2010 at 22 centers geographically dispersed across England, Scotland, and Wales. The data set included these participants' sociodemographic and health-related information, including lifestyle indicators and biological measures. The primary outcome was a shift from low to high-risk blood serum levels in eight cardiovascular biomarkers: total cholesterol, low density lipoprotein, high density lipoprotein, triglycerides, apolipoprotein A and B, C-reactive protein, and lipoprotein (a). The results indicated a small negative association between the composite risk index for CVD biomarkers and weekly commuting distance. Although estimates for active commuting modes (cycling, walking) may admittedly be sensitive to different covariate adjustments, the specifications show them to be positively associated with select CVD biomarkers. Commuting long distances by car is negatively associated with CVD-related biomarkers, while cycling and walking might be positively associated. This biomarker-based evidence, although limited, is less susceptible to residual confounding than that from distant outcomes like CVD mortality.]]></description>
      <pubDate>Wed, 28 Jun 2023 16:27:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2170371</guid>
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