• Energy Research

The Human Mobility Transition model describes shifts in mobility dynamics and transport systems. The aspirational stage, ‘human urbanism’, is characterised by high active travel, universal public transport, low private vehicle use and equitable access to transport. We explored factors associated with travel behaviour in Africa and the Caribbean, investigating the potential to realise ‘human urbanism’ in this context. We conducted a mixed-methods systematic review of ten databases and grey literature for articles published between January 2008 and February 2019. We appraised study quality using Critical Appraisal Skills Programme checklists. We narratively synthesized qualitative and quantitative data, using meta-study principles to integrate the findings. We identified 39,404 studies through database searching, mining reviews, reference screening, and topic experts’ consultation. We included 129 studies (78 quantitative, 28 mixed-methods, 23 qualitative) and 33 grey literature documents. In marginalised groups, including the poor, people living rurally or peripheral to cities, women and girls, and the elderly, transport was poorly accessible, travel was characterised by high levels of walking and paratransit (informal public transport) use, and low private vehicle use. Poorly controlled urban growth (density) and sprawl (expansion), with associated informality, was a salient aspect of this context, resulting in long travel distances and the necessity of motorised transportation. There were existing population-level assets in relation to ‘human urbanism’ (high levels of active travel, good paratransit coverage, low private vehicle use) as well as core challenges (urban sprawl and informality, socioeconomic and gendered barriers to travel, poor transport accessibility). Ineffective mobility systems were a product of uncoordinated urban planning, unregulated land use and subsequent land use conflict. To realise ‘human urbanism’, integrated planning policies recognising the linkages between health, transport and equity are needed. A shift in priority from economic growth to a focus on broader population needs and the rights and wellbeing of ordinary people is required. Policymakers should focus attention on transport accessibility for the most vulnerable.

The Human Mobility Transition model describes shifts in mobility dynamics and transport systems. The aspirational stage, ‘human urbanism’, is characterised by high active travel, universal public transport, low private vehicle use and equitable access to transport. We explored factors associated with travel behaviour in Africa and the Caribbean, investigating the potential to realise ‘human urbanism’ in this context. We conducted a mixed-methods systematic review of ten databases and grey literature for articles published between January 2008 and February 2019. We appraised study quality using Critical Appraisal Skills Programme checklists. We narratively synthesized qualitative and quantitative data, using meta-study principles to integrate the findings. We identified 39,404 studies through database searching, mining reviews, reference screening, and topic experts’ consultation. We included 129 studies (78 quantitative, 28 mixed-methods, 23 qualitative) and 33 grey literature documents. In marginalised groups, including the poor, people living rurally or peripheral to cities, women and girls, and the elderly, transport was poorly accessible, travel was characterised by high levels of walking and paratransit (informal public transport) use, and low private vehicle use. Poorly controlled urban growth (density) and sprawl (expansion), with associated informality, was a salient aspect of this context, resulting in long travel distances and the necessity of motorised transportation. There were existing population-level assets in relation to ‘human urbanism’ (high levels of active travel, good paratransit coverage, low private vehicle use) as well as core challenges (urban sprawl and informality, socioeconomic and gendered barriers to travel, poor transport accessibility). Ineffective mobility systems were a product of uncoordinated urban planning, unregulated land use and subsequent land use conflict. To realise ‘human urbanism’, integrated planning policies recognising the linkages between health, transport and equity are needed. A shift in priority from economic growth to a focus on broader population needs and the rights and wellbeing of ordinary people is required. Policymakers should focus attention on transport accessibility for the most vulnerable.

The aim of the present study was to compare body fat percent (BF %) using single-site near-IR reactance (NIR) and dual-energy X-ray absorptiometry (DXA) in a cohort of normal-weight (BMI < 25 kg/m2) black (n 102) and white (n 71); and obese (BMI ≥ 30 kg/m2) black (n 117) and white (n 41) South African women (18–45 years). NIR-derived BF % was significantly correlated with DXA-derived BF % in all groups: normal-weight black (r 0·55, 95 % CI: 0·40, 0·67, P < 0·001) and white (r 0·69, 95 % CI: 0·53, 0·79, P < 0·001) women; obese black (r 0·59, 95 % CI: 0·46, 0·70, P < 0·001) and white (r 0·56, 95 % CI: 0·30, 0·74, P < 0·001) women. NIR under-predicted BF% compared to DXA in black women (normal-weight, − 4·36 (sd 4·13) % and obese, − 3·41 (sd 3·72) %), while smaller mean differences were observed in white women (normal-weight, − 0·29 (sd 4·19) % and obese, − 0·81 (sd 3·09) %), irrespective of normal-weight or obese status (P < 0·001). In obese subjects, NIR-derived BF % did not measure values greater than approximately 45 %, while the maximum DXA-derived measure was 58 %. In conclusion, although there was a significant relationship between NIR- and DXA-derived BF %, NIR under-predicted BF % in normal-weight and obese black South African women compared to DXA, but to a greater extent in subjects with very high levels of adiposity (>45 %). The results of single-site NIR as a measure of BF % should therefore be interpreted with caution, particularly in women of African descent and in those with very high levels of adiposity.

The aim of the present study was to compare body fat percent (BF %) using single-site near-IR reactance (NIR) and dual-energy X-ray absorptiometry (DXA) in a cohort of normal-weight (BMI < 25 kg/m2) black (n 102) and white (n 71); and obese (BMI ≥ 30 kg/m2) black (n 117) and white (n 41) South African women (18–45 years). NIR-derived BF % was significantly correlated with DXA-derived BF % in all groups: normal-weight black (r 0·55, 95 % CI: 0·40, 0·67, P < 0·001) and white (r 0·69, 95 % CI: 0·53, 0·79, P < 0·001) women; obese black (r 0·59, 95 % CI: 0·46, 0·70, P < 0·001) and white (r 0·56, 95 % CI: 0·30, 0·74, P < 0·001) women. NIR under-predicted BF% compared to DXA in black women (normal-weight, − 4·36 (sd 4·13) % and obese, − 3·41 (sd 3·72) %), while smaller mean differences were observed in white women (normal-weight, − 0·29 (sd 4·19) % and obese, − 0·81 (sd 3·09) %), irrespective of normal-weight or obese status (P < 0·001). In obese subjects, NIR-derived BF % did not measure values greater than approximately 45 %, while the maximum DXA-derived measure was 58 %. In conclusion, although there was a significant relationship between NIR- and DXA-derived BF %, NIR under-predicted BF % in normal-weight and obese black South African women compared to DXA, but to a greater extent in subjects with very high levels of adiposity (>45 %). The results of single-site NIR as a measure of BF % should therefore be interpreted with caution, particularly in women of African descent and in those with very high levels of adiposity.

Using intercept surveys, we explored demographic and socioeconomic factors associated with food purchasing characteristics of supermarket shoppers and the perceptions of their neighborhood food environment in urban Cape Town. Shoppers (N = 422) aged ≥18 years, categorized by their residential socioeconomic areas (SEAs), participated in a survey after shopping in supermarkets located in different SEAs. A subpopulation, out-shoppers (persons shopping outside their residential SEA), and in-shoppers (persons residing and shopping in the same residential area) were also explored. Fruits and vegetables (F&V) were more likely to be perceived to be of poor quality and healthy food not too expensive by shoppers from low- (OR = 6.36, 95% CI = 2.69, 15.03, p < 0.0001), middle-SEAs (OR = 3.42, 95% CI = 1.45, 8.04, p < 0.001) compared to the high-SEA shoppers. Low SEA shoppers bought F&V less frequently than high- and middle-SEA shoppers. Purchase of sugar-sweetened beverages (SSBs) and snacks were frequent and similar across SEAs. Food quality was important to out-shoppers who were less likely to walk to shop, more likely to be employed and perceived the quality of F&V in their neighborhood to be poor. Food purchasing characteristics are influenced by SEAs, with lack of mobility and food choice key issues for low-SEA shoppers.

Using intercept surveys, we explored demographic and socioeconomic factors associated with food purchasing characteristics of supermarket shoppers and the perceptions of their neighborhood food environment in urban Cape Town. Shoppers (N = 422) aged ≥18 years, categorized by their residential socioeconomic areas (SEAs), participated in a survey after shopping in supermarkets located in different SEAs. A subpopulation, out-shoppers (persons shopping outside their residential SEA), and in-shoppers (persons residing and shopping in the same residential area) were also explored. Fruits and vegetables (F&V) were more likely to be perceived to be of poor quality and healthy food not too expensive by shoppers from low- (OR = 6.36, 95% CI = 2.69, 15.03, p < 0.0001), middle-SEAs (OR = 3.42, 95% CI = 1.45, 8.04, p < 0.001) compared to the high-SEA shoppers. Low SEA shoppers bought F&V less frequently than high- and middle-SEA shoppers. Purchase of sugar-sweetened beverages (SSBs) and snacks were frequent and similar across SEAs. Food quality was important to out-shoppers who were less likely to walk to shop, more likely to be employed and perceived the quality of F&V in their neighborhood to be poor. Food purchasing characteristics are influenced by SEAs, with lack of mobility and food choice key issues for low-SEA shoppers.