Center for Public Health Systems Science, George Warren Brown School of Social Work, Washington University in St Louis, MO 63112, USA.
J Public Health Manag Pract. 2013 May-Jun;19(3 Suppl 1):S89-96. doi: 10.1097/PHH.0b013e3182849ec2.
Complete Streets policies guide planning in communities by making the transportation system accommodating to all users including vehicle drivers, pedestrians, and bicyclists, as well as those using public transportation. While the number of Complete Streets policies has increased over the past decade, no research has explored the factors attributing to the widespread diffusion of these policies.
The purpose of this study was to apply concepts of the Diffusion of Innovation Theory to data related to Complete Streets policies in order to identify potential patterns and correlates.
The main outcome of this study was policy adoption. Using the Diffusion of Innovation Theory and results from previous literature, we identified several factors that had the potential to affect the rate of Complete Streets policy diffusion: rural/urban status, state obesity rate, state funding for transportation, state obesity prevention funding, percentage of people who walk or bike to work in the state, presence of a state Complete Streets policy, and the number of bordering communities with Complete Streets policy. We used event history analysis as the main analysis method.
Data from 49 community-level policies were analyzed, with a "community" defined as a city, a county, or a regional/Metropolitan Planning Organization. Three variables were significant predictors of Complete Streets policy adoption: state obesity rate (odds ratio [OR] = 1.465; confidence interval [CI] = 1.10-1.96) percentage of people who bike or walk to work in the state (OR = 1.726; CI = 1.069-2.79), and presence of a border community with a Complete Streets policy (OR = 3.859; CI = 1.084-13.742).
Communities with Complete Streets policies varied in geographic and sociodemographic factors. Information about communities that are more likely to adopt a policy can be a tool for advocates and policy makers interested in this topic. Because adoption does not imply implementation, further research is needed to study outcomes of Complete Streets policies.
全面街道政策通过使交通系统能够容纳所有使用者，包括驾驶员、行人和骑自行车的人以及使用公共交通工具的人，来指导社区规划。尽管过去十年中全面街道政策的数量有所增加，但尚无研究探讨导致这些政策广泛传播的因素。
本研究旨在将创新扩散理论的概念应用于与全面街道政策相关的数据，以确定潜在的模式和相关性。
本研究的主要结果是政策采用。利用创新扩散理论和以前文献的结果，我们确定了几个可能影响全面街道政策扩散速度的因素：农村/城市地位、州肥胖率、州交通资金、州肥胖预防资金、州内步行或骑自行车上班的人数、州全面街道政策的存在以及具有全面街道政策的毗邻社区的数量。我们使用事件历史分析作为主要分析方法。
分析了 49 项社区层面政策的数据，将“社区”定义为城市、县或区域/大都市区规划组织。三个变量是全面街道政策采用的重要预测指标：州肥胖率（优势比[OR] = 1.465；置信区间[CI] = 1.10-1.96）、州内骑自行车或步行上班的人数（OR = 1.726；CI = 1.069-2.79）和毗邻社区存在全面街道政策（OR = 3.859；CI = 1.084-13.742）。
具有全面街道政策的社区在地理和社会人口统计学因素上存在差异。有关更有可能采用政策的社区的信息可以作为对此主题感兴趣的倡导者和政策制定者的工具。由于采用并不意味着实施，因此需要进一步研究全面街道政策的结果。
