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Transport mode choice and body mass index: Cross-sectional and longitudinal evidence from a European-wide study.

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Title: Transport mode choice and body mass index: Cross-sectional and longitudinal evidence from a European-wide study.
Authors: Dons, Evi1 evi.dons@uhasselt.be, Rojas-Rueda, David1, Anaya-Boig, Esther1, Avila-Palencia, Ione1, Brand, Christian1, Cole-Hunter, Tom1, De Nazelle, Audrey1, Eriksson, Ulf1, Gaupp-Berghausen, Mailin1, Gerike, Regine1, Kahlmeier, Sonja1, Laeremans, Michelle1, Mueller, Natalie1, Nawrot, Tim1, Nieuwenhuijsen, Mark J.1, Orjuela, Juan Pablo1, Racioppi, Francesca1, Raser, Elisabeth1, Standaert, Arnout1, Int Panis, Luc1
Source: Environment International. Oct2018, Vol. 119, p109-116. 8p.
Subjects: Choice of transportation, Body mass index, Obesity treatment, Cyclists, Cross-sectional method, Longitudinal method, Health
Abstract: Abstract Background In the fight against rising overweight and obesity levels, and unhealthy urban environments, the renaissance of active mobility (cycling and walking as a transport mode) is encouraging. Transport mode has been shown to be associated to body mass index (BMI), yet there is limited longitudinal evidence demonstrating causality. We aimed to associate transport mode and BMI cross-sectionally, but also prospectively in the first ever European-wide longitudinal study on transport and health. Methods Data were from the PASTA project that recruited adults in seven European cities (Antwerp, Barcelona, London, Oerebro, Rome, Vienna, Zurich) to complete a series of questionnaires on travel behavior, physical activity levels, and BMI. To assess the association between transport mode and BMI as well as change in BMI we performed crude and adjusted linear mixed-effects modeling for cross-sectional (n = 7380) and longitudinal (n = 2316) data, respectively. Results Cross-sectionally, BMI was 0.027 kg/m2 (95%CI 0.015 to 0.040) higher per additional day of car use per month. Inversely, BMI was −0.010 kg/m2 (95%CI −0.020 to −0.0002) lower per additional day of cycling per month. Changes in BMI were smaller in the longitudinal within-person assessment, however still statistically significant. BMI decreased in occasional (less than once per week) and non-cyclists who increased cycling (−0.303 kg/m2, 95%CI −0.530 to −0.077), while frequent (at least once per week) cyclists who stopped cycling increased their BMI (0.417 kg/m2, 95%CI 0.033 to 0.802). Conclusions Our analyses showed that people lower their BMI when starting or increasing cycling, demonstrating the health benefits of active mobility. Highlights • Lowest BMI is observed in cyclists and highest BMI in car drivers. • Riding an e-bike was associated with an elevated BMI. • An adult male who switches from car to daily bike use loses on average 0.75 kg. • Frequent cyclists who stop cycling, increase their BMI with 0.417 kg/m2. [ABSTRACT FROM AUTHOR]
Copyright of Environment International is the property of Pergamon Press - An Imprint of Elsevier Science and its content may not be copied or emailed to multiple sites without the copyright holder's express written permission. Additionally, content may not be used with any artificial intelligence tools or machine learning technologies. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)
Database: Engineering Source
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  Data: <searchLink fieldCode="JN" term="%22Environment+International%22">Environment International</searchLink>. Oct2018, Vol. 119, p109-116. 8p.
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  Data: Abstract Background In the fight against rising overweight and obesity levels, and unhealthy urban environments, the renaissance of active mobility (cycling and walking as a transport mode) is encouraging. Transport mode has been shown to be associated to body mass index (BMI), yet there is limited longitudinal evidence demonstrating causality. We aimed to associate transport mode and BMI cross-sectionally, but also prospectively in the first ever European-wide longitudinal study on transport and health. Methods Data were from the PASTA project that recruited adults in seven European cities (Antwerp, Barcelona, London, Oerebro, Rome, Vienna, Zurich) to complete a series of questionnaires on travel behavior, physical activity levels, and BMI. To assess the association between transport mode and BMI as well as change in BMI we performed crude and adjusted linear mixed-effects modeling for cross-sectional (n = 7380) and longitudinal (n = 2316) data, respectively. Results Cross-sectionally, BMI was 0.027 kg/m2 (95%CI 0.015 to 0.040) higher per additional day of car use per month. Inversely, BMI was −0.010 kg/m2 (95%CI −0.020 to −0.0002) lower per additional day of cycling per month. Changes in BMI were smaller in the longitudinal within-person assessment, however still statistically significant. BMI decreased in occasional (less than once per week) and non-cyclists who increased cycling (−0.303 kg/m2, 95%CI −0.530 to −0.077), while frequent (at least once per week) cyclists who stopped cycling increased their BMI (0.417 kg/m2, 95%CI 0.033 to 0.802). Conclusions Our analyses showed that people lower their BMI when starting or increasing cycling, demonstrating the health benefits of active mobility. Highlights • Lowest BMI is observed in cyclists and highest BMI in car drivers. • Riding an e-bike was associated with an elevated BMI. • An adult male who switches from car to daily bike use loses on average 0.75 kg. • Frequent cyclists who stop cycling, increase their BMI with 0.417 kg/m2. [ABSTRACT FROM AUTHOR]
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  Data: <i>Copyright of Environment International is the property of Pergamon Press - An Imprint of Elsevier Science and its content may not be copied or emailed to multiple sites without the copyright holder's express written permission. Additionally, content may not be used with any artificial intelligence tools or machine learning technologies. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract.</i> (Copyright applies to all Abstracts.)
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