University of Bristol, Bristol, UK.
Int J Behav Nutr Phys Act. 2011 Oct 21;8:116. doi: 10.1186/1479-5868-8-116.
A key public health objective is increasing health-enhancing physical activity (PA) for older adults (OAs). Daily trip frequency is independently associated with objectively assessed PA volumes (OAs). Little is known about correlates and these trips' transport mode, and how these elements relate to PA.
to describe the frequency, purpose, and travel mode of daily trips in OAs, and their association with participant characteristics and objectively-assessed PA.
Participants (n = 214, aged 78.1 SD 5.7 years), completed a seven-day trips log recording daily-trip frequency, purpose and transport mode. Concurrently participants wore an accelerometer which provided mean daily steps (steps·d-1), and minutes of moderate to vigorous PA (MVPA·d-1). Participants' physical function (PF) was estimated and demographic, height and weight data obtained.
Trip frequency was associated with gender, age, physical function, walking-aid use, educational attainment, number of amenities within walking distance and cars in the household. Participants reported 9.6 (SD 4.2) trips per week (trips·wk-1). Most trips (61%) were by car (driver 44%, passenger 17%), 30% walking or cycling (active) and 9% public transport/other. Driving trips·wk-1 were more common in participants who were males (5.3 SD 3.6), well-educated (5.0 SD 4.3), high functioning (5.1 SD 4.6), younger (5.6 SD 4.9), affluent area residents (5.1 SD 4.2) and accessing > one car (7.2 SD 4.7). Active trips·wk-1 were more frequent in participants who were males (3.4 SD 3.6), normal weight (3.2 SD 3.4), not requiring walking aids (3.5 SD 3.3), well-educated (3.7 SD 0.7), from less deprived neighbourhoods (3.9 SD 3.9) and with ≥ 8 amenities nearby (4.4 SD 3.8).Public transport, and active trip frequency, were significantly associated with steps·d-1 (p < 0.001), even after adjustment for other trip modes and potential confounders. Public transport, active, or car driving trips were independently associated with minutes MVPA·d-1 (p < 0.01).
Daily trips are associated with objectively-measured PA as indicated by daily MVPA and steps. Public transport and active trips are associated with greater PA than those by car, especially as a car passenger. Strategies encouraging increased trips, particularly active or public transport trips, in OAs can potentially increase their PA and benefit public health.
提高老年人的促进健康的身体活动（PA）是一个主要的公共卫生目标。每日出行频率与客观评估的 PA 量独立相关。关于老年人每日出行的相关性及其出行方式知之甚少，以及这些元素与 PA 的关系。
描述老年人每日出行的频率、目的和出行方式，以及它们与参与者特征和客观评估的 PA 的关系。
参与者（n=214，年龄 78.1±5.7 岁）完成了为期七天的出行记录，记录了每日出行的频率、目的和出行方式。同时，参与者佩戴加速度计记录平均每日步数（steps·d-1）和中等至剧烈强度 PA（MVPA·d-1）的分钟数。估计参与者的身体功能（PF），并获得人口统计学、身高和体重数据。
出行频率与性别、年龄、身体功能、助行器使用、教育程度、步行距离内的设施数量以及家庭汽车数量有关。参与者报告每周出行 9.6（SD 4.2）次（trips·wk-1）。大多数出行（61%）是开车（司机 44%，乘客 17%），30%是步行或骑自行车（主动），9%是乘坐公共交通工具/其他。开车出行的频率在男性（5.3±3.6）、受过良好教育（5.0±4.3）、身体功能良好（5.1±4.6）、年龄较小（5.6±4.9）、居住在富裕地区（5.1±4.2）和拥有多辆汽车（7.2±4.7）的参与者中更为常见。男性（3.4±3.6）、体重正常（3.2±3.4）、不需要助行器（3.5±3.3）、受过良好教育（3.7±0.7）、来自贫困程度较低的社区（3.9±3.9）和附近有≥8 个设施的参与者（4.4±3.8）更频繁地进行主动出行。公共交通和主动出行的频率与每日步数（steps·d-1）显著相关（p<0.001），即使在调整了其他出行方式和潜在混杂因素后也是如此。公共交通、主动或开车出行与每日 MVPA（minutes MVPA·d-1）独立相关（p<0.01）。
每日出行与客观测量的 PA 有关，如每日 MVPA 和步数所示。与开车相比，公共交通和主动出行与更大的 PA 相关，尤其是作为乘客开车。鼓励老年人增加出行，特别是主动或公共交通出行的策略，可以增加他们的 PA，有益于公共健康。
