Disparities in fruit and vegetable consumption in the United States is widely recognized. There are various factors that play a role in these disparities. The basis of this research project was to identify disparities in the total number of fruits and vegetables promoted at various grocery store chains, representative of varying income levels and racial/ethnic groups in the Phoenix Metro Area.

This study seeks to examine how the introduction of residential solid oxide fuel cells (SOFC) will affect urban air quality. Both the life-cycle and operations emissions profiles of an SOFC are compared with the baseload electricity generating technologies that widespread adoption of SOFCs would replace – coal fired, natural gas combined cycle, and nuclear. The monetary impacts from use phase emissions are then assessed in five water-vulnerable cities in which SOFCs would likely be adopted in order to increase local resilience to electricity failures as a result of water shortages. The SOFC system under study is a 1 kWe system of planar design intended for residential CHP. The excess heat from the SOFC is used to heat domestic hot water. Analysis of the SOFC system life-cycle includes raw materials extraction and processing, component manufacturing, SOFC manufacturing, natural gas fuel processing and distribution, SOFC use, as well as energy used in these processes. Life-cycle analysis of the baseload power systems is bounded similarly. Emissions tracked for this study include SOx, NOx, VOCs, PM10, and PM2.5.

Sustainable mobility policy for long-distance transportation services should consider emerging automobiles and aircraft as well as infrastructure and supply chain life-cycle effects in the assessment of new high-speed rail systems. Using the California corridor, future automobiles, high-speed rail and aircraft long-distance travel are evaluated, considering emerging fuel-efficient vehicles, new train designs and the possibility that the region will meet renewable electricity goals. An attributional per passenger-kilometer-traveled life-cycle inventory is first developed including vehicle, infrastructure and energy production components. A consequential life-cycle impact assessment is then established to evaluate existing infrastructure expansion against the construction of a new high-speed rail system. The results show that when using the life-cycle assessment framework, greenhouse gas footprints increase significantly and human health and environmental damage potentials may be dominated by indirect and supply chain components. The environmental payback is most sensitive to the number of automobile trips shifted to high-speed rail, and for greenhouse gases is likely to occur in 20–30 years. A high-speed rail system that is deployed with state-of-the-art trains, electricity that has met renewable goals, and in a configuration that endorses high ridership will provide significant environmental benefits over existing modes. Opportunities exist for reducing the long-distance transportation footprint by incentivizing large automobile trip shifts, meeting clean electricity goals and reducing material production effects.

Beginning in March 2020, the COVID-19 pandemic triggered a sudden and severe economic downturn and led to disruptions in domestic and international food systems and supply chains. Over the first few months of the pandemic, in the United States, many stores had empty shelves, bars and restaurants closed, and children could no longer go to school. The unemployment rate increased from 3.5% in February 2020 to 14.8% in April 2020, leading to economic instability for many households. As a result, household food insecurity, defined as having limited or inconsistent access to nutritious and affordable food, increased rapidly.

During the first months of 2021, vaccinations began rolling out, more individuals returned to in-person work, children to schools, and restrictions were gradually phased out. Unemployment has decreased since the April 2020 peak to 5.4% in July 2021, but remains above pre-pandemic levels. This brief describes the prevalence of household food insecurity, job disruptions, and food-related behaviors as reported by a nationally representative sample of 1,643 U.S. adults, both in the year prior to the COVID-19 pandemic (March 2019 – March 2020) and during the first four months of 2021 (January – April 2021), a period representing approximately one year since the onset of the pandemic.

Relationships between food and physical activity (PA) environments and children's related behaviors are complex.

Latent class analyses derived patterns from proximity to healthy and unhealthy food outlets, PA facilities and parks, and counts of residential dwellings and intersections. Regression analyses examined whether derived classes were related to food consumption, PA, and overweight among 404 low-income children.

Compared to children living in Low PA-Low Food environments, children in High Intersection&Parks-Moderate Density&Food, and High Density-Low Parks-High Food environments, had significantly greater sugar-sweetened beverage consumption (ps<0.01) and overweight/obesity (ps<0.001). Children in the High Density-Low Parks-High Food environments were more likely to walk to destinations (p = 0.01)

Recognizing and leveraging beneficial aspects of neighborhood patterns may be more effective at positively influencing children's eating and PA behaviors compared to isolating individual aspects of the built environment.

Purpose: To develop a valid and feasible short-form corner store audit tool (SCAT) that could be used in-store or over the phone to capture the healthfulness of corner stores.

Design: Nonexperimental.

Setting: Four New Jersey cities.

Subjects: Random selection of 229 and 96 corner stores in rounds 1 and 2, respectively.

Measures: An adapted version of the Nutrition Environment Measures Survey for Corner Stores (NEMS-CS) was used to conduct in-store audits. The 7-item SCAT was developed and used for round 2 phone audits.

Analysis: Exploratory factor analysis and item response theory were used to develop the SCAT.

Results: The SCAT was highly correlated with the adapted NEMS-CS ( r = .79). Short-form corner store audit tool scores placed stores in the same healthfulness categories as did the adapted NEMS-CS in 88% of the cases. Phone response matches indicated that store owners did not distinguish between 2% and low-fat milk and tended to round up the fruit and vegetable count to 5 if they had fewer varieties.

Conclusion: The SCAT discriminates between higher versus lower healthfulness scores of corner stores and is feasible for use as a phone audit tool.

Objective: This study compared the prices of unhealthy (chips) and healthy (ready-to-eat fruit) snacks that students are likely to purchase from corner stores.

Methods: Snacks were purchased from 325 New Jersey corner stores; chip prices were compared with fruit prices overall and by store sales volume and block group characteristics.

Results: Prices did not differ significantly between chips and fruit in the overall sample in which both items were available (n = 104) (chips: $0.46 ± $0.15; fruit: $0.49 ± $0.19; P = .48) or by store or block group characteristics. Neither mean fruit prices nor mean chip prices differed by store sales volume or by neighborhood characteristics.

Conclusions and implications: Promoting ready-to-eat fruits in corner stores to children as a price-neutral alternative to calorically dense snacks can be a viable strategy to improve the nutritional quality of snacks commonly purchased at corner stores.

Background: Active commuting to school (ACS) increases students' daily physical activity, but associations between student weight and ACS are inconsistent. Few studies examining ACS and weight account for distance commuted. This study examines the association between students' weight status and ACS, taking into account distance to school.

Methods: In 2009-10 a random digit-dial household survey conducted in low-income minority cities collected information about ACS for 1 randomly selected school-going student per household. Parents provided measured heights and weights. Distance commuted was obtained using geocoded home and school addresses. Multivariate regression analyses assessed associations of ACS and distance commuted with weight status.

Results: 36.6% of students were overweight/obese; 47.2% engaged in ACS. Distance walked/biked to school was associated with 7% lower odds of overweight/obesity (OR = 0.93, 95% CI: 0.88- 0.99). Without distance commuted in the model, ACS was not associated with students' weight status. Compared with no ACS, ACS greater than a half-mile was associated with 65% lower odds of a student being overweight/obese (OR = 0.35, 95% CI: 0.16- 0.78); ACS less than a half-mile was not.

Conclusions: ACS is significantly inversely associated with overweight/obesity among students who commute beyond a one-half mile threshold.

Background

Few children accumulate the recommended ≥60 minutes of physical activity each day. Active travel to and from school (ATS) is a potential source of increased activity for children, accounting for 22% of total trips and time spent traveling by school-aged children.

Purpose

This study identifies the association of parents’ perceptions of the neighborhood, geospatial variables, and demographic characteristics with ATS among students in four low-income, densely populated urban communities with predominantly minority populations.

Methods

Data were collected in 2009–2010 from households with school-attending children in four low-income New Jersey cities. Multivariate logistic regression analyses (n=765) identified predictors of ATS. Analyses were conducted in 2012.

Results

In all, 54% of students actively commuted to school. Students whose parents perceived the neighborhood as very unpleasant for activity were less likely (OR=0.39) to actively commute, as were students living farther from school, with a 6% reduction in ATS for every 0.10 mile increase in distance to school. Perceptions of crime, traffic, and sidewalk conditions were not predictors of ATS.

Conclusions

Parents’ perceptions of the pleasantness of the neighborhood, independent of the effects of distance from school, may outweigh concerns about crime, traffic, or conditions of sidewalks in predicting active commuting to school in the low-income urban communities studied. Efforts such as cleaning up graffiti, taking care of abandoned buildings, and providing shade trees to improve neighborhood environments are likely to increase ATS, as are efforts that encourage locating schools closer to the populations they serve.

Frequent consumption of fruits and vegetables has been linked to better dietary quality and positive health outcomes. Unfortunately, fruit and vegetable consumption among elementary school children falls far short of the recommendations. Therefore, finding strategies to promote fruit and vegetable consumption in children is a public health priority. One such strategy is the United States Department of Agriculture’s (USDA) Fresh Fruit and Vegetable Program (FFVP), which provides fresh fruits and vegetables as snacks, at least twice per week, in elementary schools with high student enrollment from low-income households. The program aims to expand the variety of fruits and vegetables children experience, impacting their present and future health outcomes.  Another USDA initiative, the Supplemental Nutrition Assistance Program Education (SNAP-Ed), offered in community and school settings, aims to improve the likelihood that SNAP eligible individuals will make healthy food choices consistent with the Dietary Guidelines for Americans.  SNAP-Ed is a potential resource for FFVP schools, providing nutrition education, staff training, and promotional materials.