Gymnastik- och idrottshögskolan, GIH

Background 

It is important to examine how motorized traffic variables affect pedestrians along a gradient from rural to inner urban settings.

Methods

Relations between pedestrians´ perceptions of four traffic variables and appraisals of route environments as hindering – stimulating for walking as well as unsafe – safe for reasons of traffic, were therefore studied in the inner urban area of Stockholm, Sweden (n = 294). The pedestrians rated their perceptions and appraisals with the Active Commuting Route Environment Scale (ACRES). Correlation, multiple regression, and mediation analyses were used to study the relationships between the traffic variables and the outcome variables. 

Results 

Noise related negatively to both hindering – stimulating for walking, and to unsafety – safety for traffic reasons. Vehicle speed related negatively to unsafety – safety for traffic reasons. Furthermore, vehicle speed protruded as an important origin of the deterring effects of traffic among those who commute by foot. 

Conclusion

The study shows the value of both partial and simultaneous analyses of the effect of all four traffic variables in relation to outcome variables relevant for walking. 

Background and Methods

Relations between pedestrians´ perceptions of traffic variables and appraisals of route environments as hindering – stimulating for walking as well as unsafe – safe for reasons of traffic, were studied in the inner urban area of Stockholm, Sweden (n = 294). The pedestrians used the Active Commuting Route Environment Scale (ACRES). Correlation, multiple regression, and mediation analyses were used to study the relationships between the traffic variables and the outcome variables.

Results

Traffic noise relates negatively to both hindering – stimulating for walking, and to unsafety – safety for traffic reasons. Vehicle speed related negatively to unsafety – safety for traffic reasons. Furthermore, vehicle speed protrudes as an important origin of the deterring effects of traffic among those who commute by foot.

Conclusion

The study shows the value of both partial and simultaneous analyses of the effect of all four traffic variables in relation to outcome variables relevant for walking. 

Background

Every 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. 

Methods

Commuting 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.

Results

Aesthetics 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.

Bakgrund

Regelbunden fysisk aktivitet har positiva hälsoeffekter, och många vill vara fysiskt aktiva, men upplever inte sällan olika hinder för det, till exempel tidsbrist. Att gå eller cykla till arbetet är därför en intressant möjlighet i detta sammanhang, då fysiskt aktiv arbetspendling ofta är tidseffektivt. Dessutom krävs sällan någon specialutrustning, startsträckan är kort och avstånden kan anpassas så att man går, cyklar hela eller delar av sträckan mellan hem och arbetsplats. Om färdvägsmiljön dessutom upplevs som stimulerande och trygg kan den sannolikt bidra till att upprätthålla ett beteende, och på så vis medverka till att många individer får en angelägen ”dos” fysisk aktivitet.  

Studier av hur olika trafikvariabler samspelar, och hur dessa i sin tur påverkar vår uppfattning om en färdvägsmiljö ger inga entydiga svar. Syftet med denna studie var därför att studera de interna sambanden mellan fyra olika variabler relaterade till motortrafik: hastighet, flöde, buller och avgaser samt hur dessa, i olika kombinationer, inverkar på uppfattningen om en miljö är hindrande eller stimulerande respektive trygg eller otrygg för arbetspendling till fots.

Metod

294 arbetspendlande fotgängare (49.5 ± 10.4 år, 77 % kvinnor) rekryterades via annonser, och deras upplevelser av sina färdvägsmiljöer i Stockholms innerstad har nyttjats i våra analyser. Upplevelserna skattades med färdvägsmiljöskalan ”The Active Commuting Route Environment Scale” (ACRES). Den innehåller utfallsvariablerna hindrande-stimulerande färdvägsmiljö och otrygghet-trygghet i trafiken, samt ett antal miljöprediktorer, varav vi har nyttjat de fyra som är relaterade till motortrafik: flöde av motorfordon, hastighet, buller och avgaser.  Såväl trafikvariabler som utfallsvariabler skattades med 15-gradiga skalor. För att analysera sambanden mellan trafikvariablerna och utfallsvariablerna användes multipla regressionsanalyser. 

Resultat

Alla trafikvariabler var i sig själva negativt relaterade de båda utfallsvariablerna hindrande-stimulerande färdvägsmiljö och otrygghet-trygghet i trafiken. När istället de fyra trafikvariablerna analyserades samtidigt i förhållande till om miljön upplevdes som hindrande eller stimulerande samt otrygg eller trygg var det enbart buller som var negativt relaterad till de båda utfallsvariablerna. Hastighet hade en negativ roll i förhållande till trygghetsvariabeln. Analyserna visade dessutom att både flöde av motorfordon och hastighet förutspådde buller.

Slutsatser

Samtidigt som varje trafikvariabel är negativt relaterad till hur färdvägsmiljöer upplevs av fotgängare, framträder motorfordons buller och hastigheter som de variabler som är mest bekymmersamma för fotgängare. Studier som denna kan utgöra ett underlag för arbetet med att skapa attraktiva miljöer för fotgängare, och därmed bidra till bättre folkhälsa, förändrade pendlingsmönster i urbana miljöer samt ökad ekologisk hållbarhet.

In public health contexts, increased physical activity habits and fitness (aerobic and strength capacities) are positively related for promoting health and preventing  and treating common diseases/problems, including obesity and overweight. A strongly graded inverse association between physical activity and obesity has been shown both for adults and children. However, a lower mortality risk has been shown for those with greater weight but good aerobic capacity than for those of recommended weight but less fit. On the basis of a health project with physical activity for persons with or without obesity, the paper discusses evidence-based methods for promoting physical activity. General guidelines for the amount of physical activity for persons are described, as are the numerous physiological and medical advantages of physical activity. The economic benefits are also illustrated. The paper exemplifies methods of measuring physical activity habits and physical fitness. These two factors must be observed when showing improvements in public-health contexts, including groups with obesity.

Background: Higher physical capacity is correlated with increased health. Knowledge in this area regarding psychiatric diseases is sparse. 

Purpose: The aim was to study aerobic and several strength capacities in a physical activity project for persons with depression or anxiety.

Methods: Eighty-four persons (56 women and 28 men) with depression or anxiety were recruited from psychiatric out-patient clinics in Stockholm. Their mean age and BMI was 46 (21-80) years and 26 (17-41) kg/m², respectively. 50% were sick-listed. 50% had BMI>25. Aerobic and strength tests were chosen by each subgroup´s project leaders. Directed physical activity was given, in groups 10-15, 1 hour twice/week during 8-12 weeks.

Results: Significant changes (p<0.05, of all n=84) between pre- and post tests were seen in submaximal cycle test (11% enhanced values, n=56) and distance of 6 minutes walk test (16%, n=15) as well as in strength tests for the back for the back (i.e. time in static horizontal belly-back, 40%, n=44), abdominal and hip flexors (i.e. number of hip flexion sit-ups, 45%, n=38), leg (i.e. standing with 90^O in hips and knees, 48%, n=56) and arm with shoulder muscles (i.e. number of raising weights alternately with the arms, 46%, n=32). Hand grip tests, BMI or blood pressure values did not change significantly.

Conclusions: Directed 8-12 weeks physical activity programs can improve physical fitness in individuals with depression or anxiety.

Bakgrund och syfte. Syftet med hälsoprojektet under 8-12 veckor för äldre är att ge ledarledd fysisk aktivitet 2 gånger/vecka samt att utvärdera upplevd hälsa, förändring av livsstilssvanor samt fysisk kapacitet. Hälsoprojektet är ett fortlöpande samarbete mellan Solna stad och Gymnastik- och idrottshögskolan (GIH) och utförs under vårterminerna sedan ett flertal år.

Metod. Individerna anmäler sitt deltagande själva. Det kostnadsfria hälsoprojektet utförs inom undervisningen i Folkhälsa i regi av GIH-studenter under handledning av verksamhetschefen i Solna stad och lärare/läkare på GIH. Den ledarledda fysiska aktiviteten utgörs primärt av stavgång, motionsgymnastik, vattengymnastik samt styrketräning. Initialt och i slutet av perioden besvarar deltagarna en hälsoenkät angående upplevd hälsa och livsstilsvanor om fysisk aktivitet, kost, sömn, rökning och alkohol samt utför några olika fysiologiska tester i samband med ett hälsosamtal.

Resultat. Exempel på sammanställda resultat ges här för de 117 äldre som fullföljde hela projektet under en vårtermin (för kvinnorna var antalet samt medelvärden för ålder och BMI 99, 74år och 26 respektive för männen 18, 73år och 25). Efter avslutat projekt sågs för gruppen som helhet generellt en signifikant förbättrad upplevd fysisk och mental hälsa, kondition och styrka i buk-, ben- och armmuskulatur. För kvinnorna observerades även en ökad balansförmåga och uthållighet i ryggmusklerna. Enkätfrågorna angående fysiska aktivitetsvanor och stillasittande visade på, efter avslutat projekt, en förändring till en mer aktiv livsstil.

Slutsats/Diskussion. Således kan utvärderade 8-12 veckors hälsoprojekt med ledarledd fysisk aktivitet för äldre bidra till förbättrad upplevd hälsa, ökade fysiska aktivitetsvanor, minskat stillasittande och bättre fysiska kapaciteter såsom kondition, styrka och balans som är positivt korrelerade till ökad livslängd och minskad förekomst av en mängd olika folksjukdomar och skador. Fler projekt och studier behövs framöver med ytterligare uppföljningar, jämförelser och för att vidareutveckla olika fysiologiska tester och andra hälsoparametrar som kan ha positiva samband med ökad hälsa.

PE and Health teachers - attitudes, knowledge and skills

Diagnostic information from students entering at university level is not regular a part of planning for forthcoming students and courses. A variety of information, that could adjust courses in relation to the students, is often left out.

In Sweden a new teacher-training program was established in 2001. Students can choose among different pathways and create their own variation of teacher-training courses. Teacher specialisation towards PE and Health is one of the most common alternative and can be chosen at 16 universities. About 600 students get their PE and Health teacher degree every year.

The aims of this study are i) to describe the current PE and Health teacher students and ii) to reflect the character of the future PE and Health teacher on a research base.

About 450 questionnaires from students located at 16 universities were collected during May 2006. The questionnaire includes i) background ii) knowledge related to sports and physical activities and iii) experiences from education in the area of physical activities and health.

The results focus on the above mentioned areas and similarities and differences between the universities in the light of the forthcoming PE and Health students, courses, teachers and leaders.

PE and Health teachers - attitudes, knowledge and skills

Diagnostic information from students entering at university level is not regular a part of planning for forthcoming students and courses. A variety of information, that could adjust courses in relation to the students, is often left out.

In Sweden a new teacher-training program was established in 2001. Students can choose among different pathways and create their own variation of teacher-training courses. Teacher specialisation towards PE and Health is one of the most common alternative and can be chosen at 16 universities. About 600 students get their PE and Health teacher degree every year.

The aims of this study are i) to describe the current PE and Health teacher students and ii) to reflect the character of the future PE and Health teacher on a research base.

About 450 questionnaires from students located at 16 universities were collected during May 2006. The questionnaire includes i) background ii) knowledge related to sports and physical activities and iii) experiences from education in the area of physical activities and health.

The results focus on the above mentioned areas and similarities and differences between the universities in the light of the forthcoming PE and Health students, courses, teachers and leaders.

The Swedish National Agency for Higher Education continually evaluates the quality of all courses and programmes offered in Sweden. These evaluations are supplemented by special thematic studies as well as evaluations based on students and their experiences of higher education.

Focus in this study is the existing 16 physical education teacher training programmes in Sweden. About 450 questionnaires from students were collected during May 2006. The questionnaire includes i) background, ii) knowledge related to sports, and physical activities, and iii) experiences from education in physical activities and health.

The major results are i) students have a positive attitude towards their programmes, ii) time for studying seems to be limited, and iii) the students spend much time working. These results raise questions about the quality in higher education. Is the quality lower than it should be?

The results in this study can be compared with results from two nationwide surveys on students concerning aspects of studying in higher education in Sweden. In many ways the results from our study are similar to what have been shown in the nationwide surveys. First, the examination is not a part of the regular teaching process and seems to play a separate role. Second, the time spent studying seems to be limited, reaching about 20-25 hours a week. This amount of study time implies only part time education according to Swedish standards for full time education.

Accordingly, based on the above mentioned aspects, one would think that many students would not pass their courses. That is not the case, however. Almost all students pass their courses. Is this an effect of low quality standards?

Background: Valid and reliable field tests for measuring physical fitness and different health parameters is an important matter for evaluating effects of exercise interventions.

Purpose: The aim was to study different test parameters such as aerobic capacity, strength, perceived health and life style habits, such as physical activity, in a physical activity intervention for elderly people.

Method: 117 old-age pensioners (99 women and 18 men). Their mean age (yrs) and BMI (kg/m² ) was 74 and 26 for the women and 73 and 25 for the men, respectively. Different aerobic, strength and balance tests were measured. Guided physical activity (nordic walking, strength training, aqua gymnastics), were given 45-60 min, 2 times/week for 8-12 weeks. Perceived exertion ratings during the exercises were moderate and/or strong.

Results: Significant changes (p< 0,05) were seen between pre- and post tests regarding all physical tests except the balance test for men. Even the perceived physical and mental health significantly improved. The mean values for questions concerning self reported inactive/active life style, including sedentary time, were changed to a more active life style.

Conclusion: 8-12 weeks of guided physical activity can improve several physiological parameters which are positively correlated to decreased risk of numerous diseases. More research is needed to develop reliable and valid field tests for physical capacity and different health parameters.

Purpose: Studies indicate that the rated perceived exertion (RPE) during physical exercise can be lower in field environments than indoors. The environmental conditions of those studies are explored. Furthermore, we study if the same phenomenon is valid when cycling indoors versus in cycle commuting environments with high levels of stimuli from both traffic and suburban-urban elements. 

Methods: Twenty commuter cyclists underwent measurements of heart rate (HR) and oxygen uptake (V̇O2) and RPE assessments for breathing and legs, respectively, while cycling in both laboratory and field conditions. A validated mobile metabolic system was used in the field to measure V̇O2. Three submaximal cycle ergometer workloads in the laboratory were used to establish linear regression equations between RPE and % of HR reserve (%HRR) and %V̇O2max, separately. Based on these equations, RPE from the laboratory was predicted and compared with RPE levels at the participants’ individual cycle commutes at equal intensities. The same approach was used to predict field intensities and for comparisons with corresponding measured intensities at equal RPE levels.    

Results: The predicted RPE levels based on the laboratory cycling were significantly higher than the RPE levels in cycle commuting at equal intensities (67% of HRR; 65% of V̇O2max). For breathing, the mean RPE levels were; 14.0-14.2 in the laboratory and 12.6 in the field. The corresponding levels for legs were; 14.0-14.2 and 11.5. The range of predicted field intensities in terms of %HRR and %V̇O2max was 46-56%, which corresponded to median differences of 19-30% compared to the measured intensities in field at equal RPE.  

Conclusion: The cycle commuters perceived a lower exertion during their cycle commutes compared to ergometer cycling in a laboratory at equal exercise intensities. This may be due to a higher degree of external stimuli in field, although influences from other possible causes cannot be ruled out.

It is important to estimate the duration-distance relation in cycle commuting in the general  population since this enables analyses of the potential for various public health outcomes. Therefore, the aim is to estimate this relation in the Swedish adult population of 2015. For that purpose, the first step was to establish it for adult male and female cycle commuters in Greater Stockholm, Sweden. Whether or not the slopes of these relations needed to be altered in order to make them representative of the general population was evaluated by comparing the levels of maximal oxygen uptake in samples of commuter cyclists and the population. The measure used was the maximal oxygen uptake divided by both the body weight and a cycle weight of 18.5 kg. The body weights in the population samples were adjusted to mirror relevant levels in 2015. Age adjustments for the duration–distance relations were calculated on the basis of the maximal oxygen uptake in the population samples aged 20–65 years. The duration-distance relations of the cycle commuters were downscaled by about 24–28% to mirror levels in the general population. The empirical formula for the distance (D, km) was based on duration (T, minutes)  x  speed (km/min)  x  a correction factor from cycle commuter to the general population  x  age adjustment (A, years). For the males in the general population the formula was: D = T  x  20.76 km/h  x  0.719  x  (1.676 – 0.0147  x  A). For females, the  formula was: D = T  x  16.14 km/h  x  0.763  x  (1.604 – 0.0129  x  A). These formulas, combined with distributions of route distances between home and work in the population, enable realistic evaluations of the potential for different public health outcomes through cycle commuting.

Vilka folkhälsovinster kan erhållas vid olika scenarier av ökad cykling i en storstadsregion?

Syfte: Ur såväl transport- och miljö- som folkhälsoperspektiv är det värdefullt att utveckla kunskap om potentialen att överföra bilresor för arbetspendling till cykelresor. Det är också angeläget att belysa hur detta kan leda till ökade nivåer av fysisk aktivitet och förbättrad luftkvalité, samt att analysera vilka hälsokonsekvenser en förbättrad luftkvalité det kan medföra inom hela befolkningen inom en storstadsregion.  

För detta krävs att vitt skilda kompetenser samverkar. Man behöver till exempel kombinera kunskap om resmönster och färdvägsavstånd för olika kön och ålder, med kunskap om arbetsfysiologisk kapacitet och cyklisters beteende samt hur luftkvaliteten ter sig, hur den kan ändras, och vilka konsekvenser det får.

Genom ett unikt samarbete mellan Umeå Universitet, Stockholms Universitet, Stockholms miljöförvaltning, Gymnastik- och idrottshögskolan samt konsultföretaget WSP har vitt skilda kompetenser sammanförts för att belysa dessa frågeställningar i ett integrativt forskningsprojekt med Stor-Stockholm som studieområde.  Projektet utvecklar dessutom även ny metodologisk kunskap som är av ett brett intresse för samhälls- och trafikplanering inom storstadsområden.

Background: Physical activity programs have shown a positive effect on health but also on depression that increases worldwide.

Purpose: The purpose was to study perceived health and rated depression score with a physical activity project for persons with diagnosed depression or anxiety.

Methods: Eighty-four persons (56 women, 28 men) with depression or anxiety disorders, recruited from psychiatric out-patient clinic participated. Mean age and BMI were 46 (21-80) yrs and 26 (17-41) kg/m2, respectively. Guided physical activity was given, in groups of 10-15, 1 hour twice a week for 8-12 weeks.

Results: A significant improvement (p<0.05*) was seen regarding perceived physical health, several aspects of mental health and waking up thoroughly rested. Depression score significantly improved, both self-rated (PHQ-9, n=55) and by experts (MADRS, n=13), expect PHQ-9 for those with overweight.

Conclusions: The project showed that patients with depression and anxiety can improve, in addition to increased physical activity level, both their perceived physical and several aspects of mental health and also depression score by joining a physical activity program.

Background: The Active Commuting Route Environment Scale (ACRES) was developed to study active commuters’ perceptions of their route environments. The overall aims were to assess the measuring properties of the ACRES and study active bicycle commuters’ perceptions of their commuting route environments.

Methods: Advertisement- and street-recruited bicycle commuters from Greater Stockholm, Sweden, responded to the ACRES. Expected differences between inner urban and suburban route environments were used to assess criterion-related validity, together with ratings from an assembled expert panel as well as existing objective measures. Reliability was assessed as test-retest reproducibility. Comparisons of ratings between advertisement- and street-recruited participants were used for assessments of representativity. Ratings of inner urban and suburban route environments were used to evaluate commuting route environment profiles. Simultaneous multiple linear regression analyses were used to assess the relation between the outcome variable: whether the route environment hinders or stimulates bicycle-commuting and environmental predictors, such as levels of exhaust fumes, speeds of traffic and greenery, in inner urban areas.

Results: The ACRES was characterized by considerable criterion-related validity and reasonable test-retest reproducibility. There was a good correspondence between the advertisement- and street-recruited participants’ ratings. Distinct differences in commuting route environment profiles between the inner urban and suburban areas were noted. Suburban route environments were rated as safer and more stimulating for bicycle-commuting. Beautiful, green and safe route environments seem to be, independently of each other, stimulating factors for bicycle-commuting in inner urban areas. On the other hand, high levels of exhaust fumes and traffic congestion, as well as low ‘directness’ of the route, seem to be hindering factors.

Conclusions: The ACRES is useful for assessing bicyclists’ perceptions of their route environments. A number of environmental factors related to the route appear to be stimulating or hindering for bicycle commuting. The overall results demonstrate a complex research area at the beginning of exploration.

Hösten 2011 disputerade jag i ämnet idrott vid Örebro universitet. Den största delen av arbetet med avhandlingen ägde dock rum vid Gymnastik- och idrottshögskolan (GIH) i Stockholm. Min avhandling heter Studies on Bikeability in a Metropolitan Area Using the Active Commuting Route Environment Scale (ACRES). Syftet med denna text är att på svenska ge en sammanfattning av de tre arbeten som avhandlingen innehåller.

Background Route environments can positively influence people’s active commuting and thereby contribute to public health. The Active Commuting Route Environment Scale (ACRES) was developed to study active commuters’ perceptions of their route environments. However, bicycle commuters represent a small portion of the population in many cities and thus are difficult to study using population-based material. Therefore, the aim of this study is to expand the state of knowledge concerning the criterion-related validity of the ACRES and the representativity using an advertisement-recruited sample. Furthermore, by comparing commuting route environment profiles of inner urban and suburban areas, we provide a novel basis for understanding the relationship between environment and bikeability.

Methods Bicycle commuters from Greater Stockholm, Sweden, advertisement- (n = 1379) and street-recruited (n = 93), responded to the ACRES. Traffic planning and environmental experts from the Municipality of Stockholm (n = 24) responded to a modified version of the ACRES. The criterion-related validity assessments were based on whether or not differences between the inner urban and the suburban route environments, as indicated by the experts and by four existing objective measurements were reflected by differences in perceptions of these environments. Comparisons of ratings between advertisement- and street-recruited participants were used for the assessments of representativity. Finally, ratings of inner urban and suburban route environments were used to evaluate commuting route environment profiles.

Results Differences in ratings of the inner urban and suburban route environments by the advertisement-recruited participants were in accord with the existing objective measurements and corresponded reasonably well with those of the experts. Overall, there was a reasonably good correspondence between the advertisement- and street-recruited participants’ ratings. Distinct differences in commuting route environment profiles were noted between the inner urban and suburban areas. Suburban route environments were rated as safer and more stimulating for bicycle-commuting than the inner urban ones. In general, the findings applied to both men and women.

Conclusions The overall results show: considerable criterion-related validity of the ACRES; ratings of advertisement-recruited participants mirroring those of street-recruited participants; and a higher degree of bikeability in the suburban commuting route environments than in the inner urban ones.

Background

Route environments may influence people’s active commuting positively and thereby contribute to public health. Assessments of route environments are, however, needed in order to better understand the possible relationship between active commuting and the route environment. The aim of this study was, therefore, to assess the potential associations between perceptions of whether the route environment on the whole hinders or stimulates bicycle commuting and perceptions of environmental factors.

Methods

The Active Commuting Route Environment Scale (ACRES) was used for the assessment of bicycle commuters’ perceptions of their route environments in the inner urban parts of Greater Stockholm, Sweden. Bicycle commuters (n = 827) were recruited by advertisements in newspapers. Simultaneous multiple regression analyses were used to assess the relation between predictor variables (such as levels of exhaust fumes, noise, traffic speed, traffic congestion and greenery) and the outcome variable (hindering – stimulating route environments). Two models were run, (Model 1) without and (Model 2) with the item traffic: unsafe or safe included as a predictor.

Results

Overall, about 40% of the variance of hindering – stimulating route environments was explained by the environmental predictors in our models (Model 1, R² = 0.415, and Model 2, R² = 0.435). The regression equation for Model 1 was: y = 8.53 + 0.33 ugly or beautiful + 0.14 greenery + (−0.14) course of the route + (−0.13) exhaust fumes + (−0.09) congestion: all types of vehicles (p ≤ 0.019). The regression equation for Model 2 was y = 6.55 + 0.31 ugly or beautiful + 0.16 traffic: unsafe or safe + (−0.13) exhaust fumes + 0.12 greenery + (−0.12) course of the route (p ≤ 0.001).

Conclusions

The main results indicate that beautiful, green and safe route environments seem to be, independently of each other, stimulating factors for bicycle commuting in inner urban areas. On the other hand, exhaust fumes, traffic congestion and low ‘directness’ of the route seem to be hindering factors. Furthermore, the overall results illustrate the complexity of a research area at the beginning of exploration.

Background and Aim: Commuting by bicycle could contribute to public health, and route environments may influence this behaviour. Therefore, the aim of this study is to assess the potential associations between appraisals of the overall route environment as hindering or stimulating for bicycle commuting, with both perceptions of commuting route environmental factors in a suburban area and background factors. Methods: The Active Commuting Route Environment Scale (ACRES) was used for the assessment of bicycle commuters’ perceptions and appraisals of their route environments in the suburban parts of Greater Stockholm, Sweden. A simultaneous multiple regression analysis was used to assess the relationship between the outcome variable whether the overall route environment hinders or stimulates bicycle commuting and environmental factors (e.g., exhaust fumes, speeds of motor vehicles, greenery), as well as background factors (sex, age, education, income) as predictor variables. Results and Conclusions: The results indicate that in suburban areas, the factors aesthetics, greenery and bicycle paths seem to be, independently of each other, stimulating factors for bicycle commuting. On the other hand, flows of motor vehicles, noise, and low “directness” of the route seem to be hindering factors. A comparison of these results with those obtained from an inner urban area points to the importance of studying different types of built-up areas separately.

Background

Route environments can be a potentially important factor in influencing people’s behaviours in relation to active commuting. To better understand these possiblerelationships, assessments of route environments are needed. We therefore developed a scale; the Active Commuting Route Environment Scale (ACRES), for the assessment of bicyclists’ and pedestrians’ perceptions of their commuting route environments. Here we will report on the development and the results of validity and reliability assessments thereof.

Methods

Active commuters (n = 54) were recruited when they bicycled in Stockholm, Sweden. Traffic planning and environmental experts from the Municipality of Stockholm were assembled to form an expert panel (n = 24). The active commuters responded to the scale on two occasions, and the expert panel responded to it once. To test criterion-related validity, differences in ratings of the inner urban and suburban environments of Greater Stockholm were compared between the experts and the commuters. Furthermore, four items were compared with existing objective measures. Test-retest reproducibility was assessed with three types of analysis: order effect, typical error and intraclass correlation.

Results

There was a concordance in sizes and directions of differences in ratings of inner urban and suburban environments between the experts and the commuters. Furthermore, both groups’ ratings were in line with existing objectively measured differences between the two environmental settings. Order effects between test and retest were observed in 6 of 36 items. The typical errors ranged from 0.93 to 2.54, and the intraclass correlation coefficients ranged from ‘moderate’ (0.42) to ‘almost perfect’ (0.87).

Conclusions

The ACRES was characterized by considerable criterion-related validity and reasonable test-retest reproducibility.

I föreliggande rapport har syftet varit att granska examination och examinationsprocessen vid fyra utbildningsprogram, nämligen läkar-, psykolog-, civilingenjörs- och lärarprogrammen. Särskild tonvikt i granskningen har legat på examinationens kvalitet. Studien genomfördes under perioden 1 april, 2005 till 30 mars, 2006.