Social Determinants of Physical Inactivity: Difference between revisions

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</ref>, and provision of cycle routes.  
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== Sub Heading 3<br> ==
== Transportation ==
Transportation provision can promote PA by providing safe and attractive routes to walk or cycle in, which may be combined with public transport. If government policy can lead to improved infrastructure which promotes PA as part of the commute to work or travel to school, then the health benefits for the community should be substantial<ref>Pucher j, Dill J, Handy S. (2010).


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Infrastructure, programs & policies to increase bicyling: an international review. Preventative Medicine, 50, s106-s125.
</ref>.
 
A study of infrastructure changes (including traffic-free bridges and walking/cycling routes) at 3 sites in the UK demonstrated sustained use over the 2 years following construction<ref>Goodman A, Sahlqvist S, Ogilvie D. (2013)
 
Who uses new walking & cycling infrastructure & how? Longitudinal results from the UK iConnet study. Preventative Medicine, Nov 2013, 57(5):518-24
</ref>. However, despite this the authors caution  "the infrastructure may primarily have attracted existing walkers and cyclists, and may have catered more to the socio-economically advantaged. This may limit its impacts on population health and health equity."<br>


== References  ==
== References  ==

Revision as of 23:41, 25 July 2017

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Physical Inactivity/Sedentary Behaviour[edit | edit source]

Physical activity [PA] is known to have health benefits, including reduced risk of cardiovascular disease, Type 2 diabetes, several cancers and NCDs. Yet despite this, in many countries of the world a large number of adults display sedentary behaviour [SB], spending a large proportion of their waking hours sitting: often at a desk at work, on a sofa at home, and on transport, whether public transport or private vehicle. These sedentary behaviours have low energy expenditure, and are associated with health risks, independent of PA levels[1].

Social Determinants Definition[edit | edit source]

Factors in the social and physical environment which impose a direct influence on the opportunity to engage in physical activity; these are most often open to modification.

Social inequality includes: income inequality and education inequality, both of which may have an effect on activity levels and SB.

Community traits such as social cohesion, perceived benefits of PA and attitudes to age & gender restrictions may also play a role.

Environmental determinants include access to public green areas, provision of safe areas to walk in eg. on street, as well as the design of residential areas which may or may not include walkable neighbourhood routes[2], and provision of cycle routes.

Transportation[edit | edit source]

Transportation provision can promote PA by providing safe and attractive routes to walk or cycle in, which may be combined with public transport. If government policy can lead to improved infrastructure which promotes PA as part of the commute to work or travel to school, then the health benefits for the community should be substantial[3].

A study of infrastructure changes (including traffic-free bridges and walking/cycling routes) at 3 sites in the UK demonstrated sustained use over the 2 years following construction[4]. However, despite this the authors caution "the infrastructure may primarily have attracted existing walkers and cyclists, and may have catered more to the socio-economically advantaged. This may limit its impacts on population health and health equity."

References[edit | edit source]

References will automatically be added here, see adding references tutorial.

  1. Healy GN, Wijndaele K, Dunstan D,. Shaw JE, Salmon J, Zimmet PZ, Owen N. 2008 Objectively measured sedentary time, physical activity, and metabolic risk: the Australian Diabetes, Obesity and Lifestyle Study (AusDiab). Diabetes Care, 31, 369-371
  2. Heath G W, Brownson R C, Kruger J, Miles R, Powell KE, Ramsey LT 2006. The effectiveness of urban design and land use and transport policies and practices to increase physical activity: a systematic review. Journal of Physical Activity and Health Vol 3, Issue s1, Pages s55-s76.
  3. Pucher j, Dill J, Handy S. (2010). Infrastructure, programs & policies to increase bicyling: an international review. Preventative Medicine, 50, s106-s125.
  4. Goodman A, Sahlqvist S, Ogilvie D. (2013) Who uses new walking & cycling infrastructure & how? Longitudinal results from the UK iConnet study. Preventative Medicine, Nov 2013, 57(5):518-24