Choice of commuting mode among employees: Do home neighborhood environment, worksite neighborhood environment, and worksite policy and supports matter?

BACKGROUND: Promoting the use of public transit and active transport (walking and cycling) instead of car driving is an appealing strategy to increase overall physical activity.

PURPOSE: To quantify the combined associations between self-reported home and worksite neighborhood environments, worksite support and policies, and employees' commuting modes.

METHOD: Between 2012 and 2013, participants residing in four Missouri metropolitan areas were interviewed via telephone (n = 1,338) and provided information on socio-demographic characteristics, home and worksite neighborhoods, and worksite support and policies. Commuting mode was self-reported and categorized into car driving, public transit, and active commuting. Commuting distance was calculated using geographic information systems. Commuters providing completed data were included in the analysis. Multivariate logistic regression models were used to examine the correlates of using public transit and active commuting.

RESULT: The majority of participants reported commuting by driving (88.9%); only 4.9% used public transit and 6.2% used active modes. After multivariate adjustment, having transit stops within 10-15 minutes walking distance from home (p=0.05) and using worksite incentive for public transit (p<0.001) were associated with commuting by public transit. Commuting distance (p<0.001) was negatively associated with active commuting. Having free or low cost recreation facilities around the worksite (p=0.04) and using bike facilities to lock bikes at the worksite (p<0.001) were associated with active commuting.

CONCLUSION: Both environment features and worksite supports and policies are associated with the choice of commuting mode. Future studies should use longitudinal designs to investigate the potential of promoting alternative commuting modes through worksite efforts that support sustainable commuting behaviors as well as the potential of built environment improvements.

The fourth extracellular loop of the alpha subunit of Na,K-ATPase. Functional evidence for close proximity with the second extracellular loop.

Na,K-ATPase is the main active transport system that maintains the large gradients of Na(+) and K(+) across the plasma membrane of animal cells. The crystal structure of a K(+)-occluding conformation of this protein has been recently published, but the movements of its different domains allowing for the cation pumping mechanism are not yet known. The structure of many more conformations is known for the related calcium ATPase SERCA, but the reliability of homology modeling is poor for several domains with low sequence identity, in particular the extracellular loops. To better define the structure of the large fourth extracellular loop between the seventh and eighth transmembrane segments of the alpha subunit, we have studied the formation of a disulfide bond between pairs of cysteine residues introduced by site-directed mutagenesis in the second and the fourth extracellular loop. We found a specific pair of cysteine positions (Y308C and D884C) for which extracellular treatment with an oxidizing agent inhibited the Na,K pump function, which could be rapidly restored by a reducing agent. The formation of the disulfide bond occurred preferentially under the E2-P conformation of Na,K-ATPase, in the absence of extracellular cations. Using recently published crystal structure and a distance constraint reproducing the existence of disulfide bond, we performed an extensive conformational space search using simulated annealing and showed that the Tyr(308) and Asp(884) residues can be in close proximity, and simultaneously, the SYGQ motif of the fourth extracellular loop, known to interact with the extracellular domain of the beta subunit, can be exposed to the exterior of the protein and can easily interact with the beta subunit.

The sedimentology of unconsolidated deltaic and aeolian sediments east of Dunnville, Ontario /

Surficial sediments east of Dunnville, Ontario representing a limited deltaic/lacustrine/aeolian system are investigated with the aim of defining and interpreting their geological history by means of exarrrrning their sedimentology and interrelationships. The Folk and \oJard grain size statistics of samples fran the area were calculated. These sample parameters were e1en plotted on maps to detennine regional patterns. The strongest pattern observed was one of distinct fining to the east, away fran the sand source. Aeolian deposits were fourrl to be better sorted than the surrcunding sediments. The grain size parameter values were also plotted on bivariate graphs in an attempt to separate the samples according to depositional environment. This exercise met with little success, as rrost of the sediments sampled in the area have similar grain size parameters. This is believed to be because the sediment sources for the different environments (delta, distal delta, aeolian dune) are intimately related, to the point that nnst dunes appear to have been sourcErl fran immediately local sediments. It is FOstulated that in such a srrall sedimentological sub-system, sediments were not involved in active transport for a length of time sufficient for the rraterial to cane to equilibritnn with its transporting medium. Thus, fe..v distinctive patterns of parameters were developed that would enable one to differentiate between various environments of neposition. The i.rnTaturity of rrany dune forms and the i.Imaturity of mineralogical composition of all deposits support the above hyt:XJthesis of limited transport time. Another hypothesis proposen is that eadh geologically or geographically distinct area or "sub-system" rray have its o,.m "signature" of grain size relationships as plotted on bivariate graphs. Thus, the emphasis, concerning graphs of this type, should not be placErl on attempting to nifferentiate between various environnents of deposition, hut raB1er on investigating the interrelationships between sanples am environments within that "sub-system". Through the course of this investigation, the existence of nelta plain distributary Channels in the thesis area is SUG0ested, and the mscovery of significantly mfferent sub-units within the TUnnville dune sediments is documented. It is inferred by reference to other authors interpretations of the glacial history of the area, that the tirre of effective aeolian acti vi ty in the Dunnville area was between 12,300 to 12,100 years R.p.

La voie de régulation de la traduction de l’ARNm ASH1 : une concertation entre Khd1, Puf6 et Loc1

La localisation des ARNm par transport dirigé joue un rôle dans le développement, la motilité cellulaire, la plasticité synaptique et la division cellulaire asymétrique. Chez la levure Saccharomyces cerevisiæ, la localisation d’ARNm est un phénomène dont les mécanismes de régulation sont conservés auprès de nombreux autres organismes. Lors de la division de la levure, plus d’une trentaine de transcrits sont localisés par transport actif à l’extrémité du bourgeon de la cellule-fille. Parmi ceux-ci, l’ARNm ASH1 est le mieux caractérisé et constitue le modèle utilisé dans cette étude. Pour exercer sa fonction, la protéine Ash1 doit être produite uniquement après la localisation de l’ARNm ASH1. Pour ce faire, les mécanismes de régulation de la traduction de l’ARNm ASH1 empêchent son expression durant le transport. Ce projet de recherche vise à étudier les mécanismes de régulation de la traduction de l’ARNm ASH1 par les répresseurs traductionnels connus, soit Khd1, Puf6 et Loc1. Les études antérieures se sont penchées sur ces facteurs de manière individuelle. Cependant, dans cette étude, nous avons exploré la présence d’une collaboration entre ceux-ci. Ainsi, nous avons voulu déterminer si les répresseurs traductionnels peuvent être intégrés en une seule voie de régulation de la traduction de l’ARNm ASH1. De plus, nous avons cherché à identifier le mécanisme de recrutement des répresseurs traductionnels sur l’ARNm ASH1, qui correspond au point initial des voies de régulations de l’ARNm ASH1. Nos résultats montrent que les répresseurs traductionnels de l’ARNm ASH1, soit Khd1 et Puf6, font partie d’une même voie de régulation de la traduction. Le rôle du facteur nucléaire Loc1 dans la voie de régulation de la traduction, quant à elle, a été examinée à partir d’expériences permettant l’étude du mécanisme de recrutement des répresseurs traductionnels dans le noyau. Ainsi, nos travaux montrent que Puf6 et Loc1 sont associés de manière ARN-dépendant avec la machinerie de transcription, notamment au facteur d’élongation de la transcription Spt4-Spt5/DSIF. Par ailleurs, notre laboratoire a précédemment montré que la localisation nucléaire de la protéine de liaison à l’ARN She2 est essentielle au recrutement des facteurs Loc1 et Puf6 sur l’ARNm ASH1. Des expériences d’immunoprécipitation de la chromatine (ChIP) supportent l’hypothèse que le recrutement de Loc1 est essentiel à celui de Puf6, qui s’effectue ultérieurement. Ainsi, à partir des résultats de cette étude et des résultats publiés précédemment dans notre laboratoire, nous avons élaboré un modèle de recrutement coordonné des facteurs She2, Loc1 et Puf6 sur l’ARNm ASH1 naissant. De manière générale, cette étude a permis d’établir la présence d’une seule voie de régulation de la traduction de l’ARNm ASH1 et une meilleure connaissance du recrutement des facteurs de répression traductionnelle sur celui-ci.

Abordajes teóricos en la comprensión de la influencia de los recursos económicos en la actividad física

Estudio cualitativo que analiza los abordajes teóricos utilizados por diferentes autores en la comprensión de la influencia de los recursos económicos en la actividad física desde los modelos de determinantes y determinación social.

L-Proline uptake in Crithidia deanei is influenced by its endosymbiont bacterium

Crithidia deanei, a monoxenic trypanosomatid, presents an endosymbiotic bacterium in its cytoplasm. Both the protozoan and the bacterium maintain intensive metabolic exchange, resulting in an interesting model to study the coevolution of metabolisms. The relevance of L-proline for the growth of C. deanei and its transport into these cells was studied. Both the endosymbiont-containing (wild) and the endosymbiont-free protozoa (aposymbiont or cured) strains, when grown in medium supplemented with L-proline, reached higher cell densities than those grown in unsupplemented media. We biochemically characterized the uptake of L-proline in both the wild (K(m)=0.153 +/- 0.022 mM, V(max)=0.239 +/- 0.011 nmol min(-1) per 4 x 10(7) cells) and the aposymbiont strains (K(m)=0.177 +/- 0.049 mM, V(max)=0.132 +/- 0.012 nmol min(-1) per 4 x 10(7) cells). These data suggest a single type of proline transporter whose activity is upregulated by the presence of the symbiotic bacterium. Proline transport was further characterized and was found to be insensitive to the extracellular concentration of Na(+), but sensitive to K(+) and pH. The abolition of proline uptake by respiratory chain inhibitors and valinomycin indicates that the proline transport in C. deanei is dependent on the plasma membrane K(+) gradient.

Healthy revolutions: promoting cycling among women

Issue addressed: Australian women's participation in cycling for transport and recreation is approximately half that of men. These gender differences do not occur in several western European countries. Research is required to investigate the individual, social and environmental determinants of Australian women's participation in cycling for transport and recreation.

Discussion: Few studies have systematically investigated women's perceptions and experiences of cycling and little is known about what motivates and sustains their involvement. Preliminary indications are that, for women, there may be an interest in and capacity to participate in cycling that is not being translated into practice. Safety concerns appear to be a significant deterrent to women cycling. Safety factors have a differential impact on women as they are generally more risk averse than men. Quantitative risk assessments suggest that the risk of injury associated with cycling is small and that the health benefits outweigh the health costs. Cycling promotion campaigns may achieve greater success with women if they enable women to experience cycling in an environment that both is, and is perceived to be, safe and supportive.

Conclusions: Research is needed to determine what strategies are likely to be most effective in promoting cycling among Australian women, as a basis for developing programs, policies and facilities to support women's participation in cycling.

Trends in children`s physical activity and weight status in high and low socio-economic status areas of Melbourne, Victoria, 1985-2001

Objective:
To examine trends in active transport to and from school, in school sport and physical education (PE), and in weight status among children from high and low socio-economic status (SES) areas in Melbourne, Victoria, between 1985 and 2001.

Methods:
Cross-sectional survey data and measured height and weight from 1985 (n=557) and 2001 (n=926) were compared for children aged between 9–13 years within high and low SES areas.

Results:
From 1985 to 2001, the frequency of walking to or from school declined (4.38±4.3 vs. 3.61 ± 3.8 trips/wk, p<0.001), cycling to or from school also declined (1.22±2.9 vs. 0.36±1.5 trips/wk, p<0.001), and the frequency of PE lessons declined (1.64±1.1 vs. 1.18±0.9 lessons/wk, p<0.001). However, the frequency of school sport increased (0.9±1.22 vs. 1.24±0.8 sessions/wk, p<0.001). In 1985, 11.7% of children were overweight or obese compared with 28.7% in 2001 (p<0.001). Apart from walking to school and school sport, there were greater relative declines in cycling to school and PE, and increases in overweight and obesity among children attending schools in low SES areas compared with those attending schools in high SES areas.

Conclusions:
Declines in active school transport and PE have occurred at the same time as increases in overweight and obesity among Australian children.

Implications:
Promoting active school transport and maintaining school sport and PE should be important public health priorities in Australia. Current inequities in school sport and PE and in prevalence of overweight and obesity by area-level SES also need to be addressed.

Effect of dietary fatty acids on the intestinal permeability of marker drug compounds in excised rat jejunum

The aim of this study was to explore the effects of diets containing saturated fatty acids (SFA), monounsaturated fatty acids (MUFA), and ω-3 and ω-6 polyunsaturated fatty acids (ω-3 and ω-6 PUFA, respectively) on the passive and active transport properties of rat jejunum using marker compounds. Rats were fed diets supplemented with 18.4% (w/w) lipid (4 groups) or standard rat chow (1 group) for a period of 30 days. At the end of the dietary period, mucosal scrapings were taken for the determination of membrane phospholipids, and the apparent jejunal permeability of radiolabelled marker compounds was determined using modified Ussing chambers. Changes in the phospholipid content of the brush border membrane reflected the different lipid content of the diets. The passive paracellular permeability of mannitol was not significantly affected by the fatty acid composition of the diet, although there was a trend toward decreased mannitol permeability in the rats fed both the ω-3 and ω-6 PUFA diets. In comparison, the transcellular diffusion of diazepam was reduced by 20% (P < 0.05) in rats fed diets supplemented with ω-3 and ω-6 PUFA. In the lipid-fed rats, the serosal to mucosal flux of digoxin, an intestinal P-glycoprotein substrate, was reduced by 20% (P < 0.05) relative to the chow-fed group, however there were no significant differences between the different lipid groups. The active absorption of D-glucose via the Na+-dependent transport pathway was highest in the SFA, MUFA and PUFA ω-3 dietary groups, intermediate in the low-fat chow group and lowest in the PUFA ω-6 group, and was positively correlated with short-circuit current. These studies indicate that dietary fatty acid changes can result in moderate changes to the active and passive transport properties of excised rat jejunum.

Playing it safe : the influence of neighbourhood safety on children's physical activity − A review

Compared with previous generations, children spend less time playing outdoors and have lower participation rates in active transport. Many studies have identified lack of neighbourhood safety as a potential barrier to children's physical activity. This review describes concerns regarding ‘stranger danger’ and road safety, and discusses empirical studies that examine associations between neighbourhood safety and physical activity among youth. Variability of perceptions of safety between parents and youth are examined; ‘social traps’ are identified; and physical/social environmental interventions aimed at improving neighbourhood safety are discussed. A research agenda is suggested for further study of perceived and objective measures of neighbourhood safety and their associations with children's physical activity.

Neighborhood road environments and physical activity among youth : the CLAN Study

We examined associations between objective measures of the local road environment and physical activity (including active transport) among youth. There is little empirical evidence of the impact of the road environment on physical activity among children/adolescents in their neighborhoods. Most recent studies have examined perceptions rather than objective measures of the road environment. This was a cross-sectional study of children aged 8–9 years (n = 188) and adolescents aged 13–15 years (n  = 346) who were participants in the 3-year follow-up of the Children Living in Active Neighborhoods (CLAN) longitudinal study in Melbourne, Australia. At baseline (2001), they were recruited from 19 state primary schools in areas of varying socioeconomic status across Melbourne. Habitual walking/cycling to local destinations was parent-reported for children and self-reported for adolescents, while moderate-to-vigorous physical activity (MVPA) outside school hours was recorded using accelerometers. Road environment features in each participant’s neighborhood (area of radius 800 m around the home) were measured objectively using a geographical information system. Regression analyses found no associations between road environment variables and children’s likelihood of making at least seven walking/cycling trips per week to neighborhood destinations. Adolescent girls residing in neighborhoods with two to three traffic/pedestrian lights were more likely to make seven or more walking/cycling trips per week as those whose neighborhoods had fewer traffic lights (OR: 2.7; 95% CI: 1.2–6.2). For adolescent boys, residing on a cul-de-sac, compared with a through road, was associated with increases in MVPA of 9 min after school, 5 min in the evenings, and 22 min on weekend days. Speed humps were positively associated with adolescent boys’ MVPA during evenings. The road environment influences physical activity among youth in different ways, according to age group, sex and type of physical activity.

How do school day activity patterns differ with age and gender across adolescence?

Purpose
A knowledge of how young people use their time could be instrumental in informing health interventions, modeling consumer behaviors, and planning service delivery. The aim of the present study was to describe age- and gender-related patterns in the self-reported use of time on school days in a large sample of Australian children and adolescents aged between 10 and 18 years.

Methods
A single, detailed use-of-time diary for a school day was collected from 6024 Australians aged 10–18 from several state and regional surveys conducted in the states of South Australia (SA) and Victoria between 2001 and 2006. Time–use profiles were analyzed for a range of active and sedentary state behaviors.

Results
Boys reported higher physical activity levels (PALs), moderate-to-vigorous physical activity (MVPA), and sports than girls. There were no differences in free play, and girls used more active transport. All activity-related variables decreased with age, except active transport, which peaked at 14–15 years. Boys exhibited higher levels of screen time, whereas girls had higher levels of passive transport. Screen time and its components (television, videogames, and computer use) peaked in the peripubertal years.

Conclusion
Age- and gender-related patterns of time use vary greatly within adolescence. This may reflect a mix of biological and social factors.

Associations between neighbourhood safety and physical activity among youth

This thesis examined how perceptions of neighbourhood safety and objective measures of the local road environment were related to physical activity among youth. Results demonstrated that neighbourhoods with walking tracks and traffic-calming measures promote active transport (walking/cycling) and may help stem age-related declines in physical activity among children and adolescents.

Are safety-related features of the road environment associated with smaller declines in physical activity among youth?

This study examined how objective measures of the local road environment related to safety were associated with change in physical activity (including active transport) among youth. Few longitudinal studies have examined the impact of the road environment on physical activity among children/adolescents in their neighborhoods. Participants were children aged 8–9 years (n=170) and adolescents aged 13–15 years (n=276) in 2004. Data were collected in 2004 and 2006 during followup of participants recruited initially in 2001 from 19 primary schools in Melbourne, Australia. Walking/cycling to local destinations was parent-reported for children and self-reported by adolescents. Moderate-to-vigorous physical activity (MVPA) during nonschool hours was recorded using accelerometers. Road environment features in each participant’s neighborhood (area within 800 m radius of their home) were measured objectively using a Geographical Information System. Linear regression analyses examined associations between road features and changes in active transport (AT) and MVPA over 2 years. Children’s AT increased but MVPA levels decreased in both age groups; on average, younger girls recorded the greatest declines. The number of traffic/pedestrian lights was associated with ΔAT among younger girls (B=0.45, p=0.004). The total length of walking tracks (in meters) was associated with ΔAT among younger girls (B=0.0016, p=0.015) and adolescent girls (B=0.0016, p=0.002). For adolescent boys, intersection density was associated with ΔAT (B=0.03, p=0.030). Slow points were associated with ΔMVPA among younger boys before school (B=1.55, p=0.021), while speed humps were associated with ΔMVPA among adolescent boys after school (B=0.23, p=0.015). There were many associations for adolescent girls: for example, the total length of local roads (B=0.49, p=0.005), intersection density (B=0.05, p=0.036), and number of speed humps (B=0.33, p=0.020) were associated with ΔMVPA during nonschool hours. Safety-related aspects of the built environment are conducive to physical activity among youth and may help stem age-related declines in physical activity. Passive road safety interventions may promote AT and physical activity among less active girls, in particular.

Increasing children’s physical activity : individual, social, and environmental factors associated with walking to and from school

Background. Efforts to increase the prevalence of children’s active school transport require evidence to inform the development of comprehensive interventions. This study used a multilevel ecological framework to investigate individual, social, and environmental factors associated with walking to and from school among elementary school-aged children, stratified by gender.
Method. Boys aged 10 to 13 years (n = 617) and girls aged 9 to 13 years (n = 681) attending 25 Australian primary schools located in high or low walkable neighborhoods completed a 1-week travel diary and a parent/child questionnaire on travel habits and attitudes.
Results. Boys were more likely (odds ratio [OR] = 3.37; p < .05) to walk if their school neighborhood had high connectivity and low traffic and less likely to walk if they had to cross a busy road (OR = 0.49; p < .05). For girls, confidence in their ability to walk to or from school without an adult (OR = 2.03), school encouragement (OR = 2.43), scheduling commitments (OR = 0.41), and parent-perceived convenience of driving (OR = 0.24) were significantly associated (p < .05) with walking. Irrespective of gender and proximity to school, child-perceived convenience of walking (boys OR = 2.17 and girls OR = 1.84) and preference to walk to school (child perceived, boys OR = 5.57, girls OR = 1.84 and parent perceived, boys OR = 2.82, girls OR = 1.90) were consistently associated (p < .05) with walking to and from school.
Conclusion. Although there are gender differences in factors influencing children walking to and from school, proximity to school, the safety of the route, and family time constraints are consistent correlates. These need to be addressed if more children are to be encouraged to walk to and from school.