Impacto da implementação de ciclofaixas na utilização da bicicleta como meio de transporte
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Data
2016-12-16
Autores
Teixeira, Inaian Pignatti [UNESP]
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Universidade Estadual Paulista (Unesp)
Resumo
Diversos estudos vêm demonstrando que o uso da bicicleta como meio de transporte têm efeitos benéficos sobre várias doenças, seja em função do exercício físico em si ou de forma indireta. Porém, a falta de um local adequado para utilização da bicicleta (ciclovias e ciclofaixas) é uma das principais barreiras para os não ciclistas e ciclistas. Os estudos que avaliam o impacto da criação de ciclovias e ciclofaixas na promoção do ciclismo apresentam alguns resultados inconsistentes e há poucos estudos usando medidas objetivas que reportam aumento na atividade física em resposta a essas mudanças ambientais. Pensando nisso, o objetivo deste estudo foi avaliar o impacto da implementação de ciclofaixas na utilização da bicicleta como meio de transporte por adultos residentes na cidade de Rio Claro – SP. Para tal, a pesquisa foi realizada de forma longitudinal constituída por dois momentos (2008 e 2014). No primeiro momento, anterior à criação dos 27,29 quilômetros de ciclofaixas no município, 1588 sujeitos foram entrevistados. Após a criação dessas estruturas, os mesmos sujeitos foram contatados e convidados para participar da segunda etapa dessa pesquisa. O impacto da criação das ciclofaixas foi avaliado de forma objetiva, por meio do Sistema de Informações Geográficas. As informações relativas ao uso de bicicleta como meio de transporte foram obtidas por meio do International Physical Activity Questionnaire (IPAQ) – versão longa. Para a análise dos dados foi utilizada uma Análise multinível de regressão de Poisson sendo ajustada para variáveis sexo, faixa etária e renda. Por fim, foi elaborado um modelo de equações estruturais a fim de testar as relações entre o uso de bicicleta como meio de transporte e distância para ciclovia, buffer da ciclovia (500m), percepção de proximidade da ciclovia (menos de 15 minutos de caminhada), distância média para os destinos, barreiras percebidas para uso da bicicleta (medo de acidentes, qualidade das ruas, trânsito intenso, falta de segurança), gênero, idade, classe econômica e posse de carro. Para o follow-up, houve uma perda amostral de 56,4% (n=895), principalmente em função de mudança de endereço (n=342), porém a amostra manteve-se com características similares. A prevalência de uso de bicicleta como meio de transporte diminuiu de 25,0% em 2008 para de 13,9% em 2014. Com relação às principais barreiras para o uso de bicicleta como meio de transporte destaca-se o fato de não ter bicicleta (25,5%), seguido por falta de vontade (24,0%) e medo de acidentes (22,8%). No último ano, 25,1% (n=174) dos entrevistados relataram ter utilizado a ciclovia ou ciclofaixa. Destes, 53,5% relataram uma satisfação positiva quanto à estruturas e manutenção dessas estruturas cicloviárias e 32,0% relataram uma satisfação positiva quanto a segurança referente à criminalidade dessas vias. A distância média da residência do sujeito até a ciclovia mais próxima foi de =1785,5 metros (IC95%:1730,3-1840,7) em 2008 e passou para =614,0 metros (IC95%:573,7-654,2) em 2014. Dentre as variáveis ambientais, incluindo o buffer, distância objetiva e a percepção de distância da ciclovia/ciclofaixa, apenas a última apresentou uma associação consistente com a condição de passar a utilizar a bicicleta, apresentando um risco relativo 60% superior para aqueles que percebiam uma distância menor que 15 minutos de caminhada. Além disso, características pessoais, como gênero e idade, foram associadas com o fato de passar a andar de bicicleta, sendo os homens com maior chance (RR=2,7) e os mais velhos menores chances (RR=0,32 e RR=0,22). Além disso, os resultados derivados do modelo de equações estruturais apontam que a percepção de segurança geral parece ser um fator chave e o mais expressivo na relação com o uso da bicicleta como meio de transporte. Além disso, nota-se que a segurança geral é afetada tanto pela percepção de proximidade com as estruturas cicloviárias, quanto pela idade, renda e gênero.
Several studies have demonstrated that the use of bicycle for transportation have beneficial effects on various diseases, whether in function of the physical exercise or indirectly. However, the lack of place for bicycle use (cycle lanes and cycle paths) is one of the main barriers for non- cyclists and cyclists. Studies evaluating the impact of the creation of cycle lanes and cycle paths in the promotion of cycling have some inconsistent results. Furthermore, there are few studies using objective measures that report an increase in physical activity in response to these environmental changes. Thus, the objective of this study was to evaluate the impact of the implementation of bicycle lanes in the bicycle use for transportation by adults living in the city of Rio Claro - SP. For that, the research was carried out in a longitudinal way consisting of two moments (2008 and 2014). At the first moment, prior to the creation of the 27,29 kilometers of cycle courses, 1588 subjects were interviewed. After the creation of these structures, the same subjects were contacted and invited to participate in the second stage of this research. The impact of the creation of cycle paths was evaluated objectively through the Geographic Information System. Information about the bicycle use was obtained through the International Physical Activity Questionnaire (IPAQ) - long version. For the analysis of the data, a Multi-level Poisson regression analysis was used, being adjusted for variables gender, age group and income. Finally, a Structural Equation Model was developed to test the relationship between bicycle use and distance to a bicycle lane, buffer of the bicycle lane (500m), perception of proximity to the lane, average distance to destinations, perceived barriers to bicycle use (fear of accidents, street quality, heavy traffic, lack of safety), gender, age, income and car ownership. For the follow-up, there was a sample loss of 56.4% (n = 895), mainly due to a change of address (n = 342), but the sample remained similar. The prevalence of bicycle use as a means of transportation decreased from 25.0% in 2008 to 13.9% in 2014. With regard to the main barriers to the use of bicycles as a means of transportation, the mainly was: don´t have a bicycle (25.5%), followed by lack of desire (24.0%) and fear of accidents (22.8%). In the last year, 25.1% (n = 174) of the respondents reported having used the cycle lane or cycle path. Of these, 53.5% reported a positive satisfaction with the structures and maintenance of these cycle structures and 32.0% reported a positive satisfaction regarding the safety related to the criminality of these routes. The average distance from the subject's residence to the nearest cycle structures was = 1785.5 meters (IC95%: 1730.3- 1840.7) in 2008 and decreased to = 614.0 meters (95% CI: 573.7-654.2) in 2014. Among the environmental variables, including the buffer, objective distance and distance perception of the cycle lane/cycle path, only the latter presented a consistent association with the condition of cycling, presenting a relative risk of 60% higher for those who perceived a distance of less than 15 minutes of walking. In addition, personal characteristics, such as gender and age, were associated with cycling, with males having a greater chance (RR = 2.7) and older ones (RR = 0.32 and RR = 0.22). Moreover, the results derived from the structural equations model point out that the perception of general safety seems to be a key factor and the most expressive variable in relation to the use of the bicycle as a means of transportation. In addition, it is noted that general security is affected by both the perception of proximity to cycle structures, and by age, income and gender.
Several studies have demonstrated that the use of bicycle for transportation have beneficial effects on various diseases, whether in function of the physical exercise or indirectly. However, the lack of place for bicycle use (cycle lanes and cycle paths) is one of the main barriers for non- cyclists and cyclists. Studies evaluating the impact of the creation of cycle lanes and cycle paths in the promotion of cycling have some inconsistent results. Furthermore, there are few studies using objective measures that report an increase in physical activity in response to these environmental changes. Thus, the objective of this study was to evaluate the impact of the implementation of bicycle lanes in the bicycle use for transportation by adults living in the city of Rio Claro - SP. For that, the research was carried out in a longitudinal way consisting of two moments (2008 and 2014). At the first moment, prior to the creation of the 27,29 kilometers of cycle courses, 1588 subjects were interviewed. After the creation of these structures, the same subjects were contacted and invited to participate in the second stage of this research. The impact of the creation of cycle paths was evaluated objectively through the Geographic Information System. Information about the bicycle use was obtained through the International Physical Activity Questionnaire (IPAQ) - long version. For the analysis of the data, a Multi-level Poisson regression analysis was used, being adjusted for variables gender, age group and income. Finally, a Structural Equation Model was developed to test the relationship between bicycle use and distance to a bicycle lane, buffer of the bicycle lane (500m), perception of proximity to the lane, average distance to destinations, perceived barriers to bicycle use (fear of accidents, street quality, heavy traffic, lack of safety), gender, age, income and car ownership. For the follow-up, there was a sample loss of 56.4% (n = 895), mainly due to a change of address (n = 342), but the sample remained similar. The prevalence of bicycle use as a means of transportation decreased from 25.0% in 2008 to 13.9% in 2014. With regard to the main barriers to the use of bicycles as a means of transportation, the mainly was: don´t have a bicycle (25.5%), followed by lack of desire (24.0%) and fear of accidents (22.8%). In the last year, 25.1% (n = 174) of the respondents reported having used the cycle lane or cycle path. Of these, 53.5% reported a positive satisfaction with the structures and maintenance of these cycle structures and 32.0% reported a positive satisfaction regarding the safety related to the criminality of these routes. The average distance from the subject's residence to the nearest cycle structures was = 1785.5 meters (IC95%: 1730.3- 1840.7) in 2008 and decreased to = 614.0 meters (95% CI: 573.7-654.2) in 2014. Among the environmental variables, including the buffer, objective distance and distance perception of the cycle lane/cycle path, only the latter presented a consistent association with the condition of cycling, presenting a relative risk of 60% higher for those who perceived a distance of less than 15 minutes of walking. In addition, personal characteristics, such as gender and age, were associated with cycling, with males having a greater chance (RR = 2.7) and older ones (RR = 0.32 and RR = 0.22). Moreover, the results derived from the structural equations model point out that the perception of general safety seems to be a key factor and the most expressive variable in relation to the use of the bicycle as a means of transportation. In addition, it is noted that general security is affected by both the perception of proximity to cycle structures, and by age, income and gender.
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Palavras-chave
Ciclismo no transporte, Ambiente objetivo, Ciclovia, Ciclofaixa, Cycling, Transport, Objective environment, Cycle path, Cycle lane