<p>Car usage is determined by several facts, e.g. living conditions determined by geographical matters. There is a political will to control car usage with different kinds of incentives since car usage generates environmental problems. This essay analyses the differences between car usage in urban areas as opposed to thinly populated areas in Sweden and their significance on governmental incentives. By using statistics differences in car ownership during ten years between thinly populated areas, areas in the countryside and urban areas is studied. Among other things living conditions determined by geographical matters that can explain the differences and problems with fuel taxes and road pricing is being discussed in the analyse.</p>

Car usage is determined by several facts, e.g. living conditions determined by geographical matters. There is a political will to control car usage with different kinds of incentives since car usage generates environmental problems. This essay analyses the differences between car usage in urban areas as opposed to thinly populated areas in Sweden and their significance on governmental incentives. By using statistics differences in car ownership during ten years between thinly populated areas, areas in the countryside and urban areas is studied. Among other things living conditions determined by geographical matters that can explain the differences and problems with fuel taxes and road pricing is being discussed in the analyse.

Contexte: La réduction de l'utilisation de l’automobile a déjà été identifiée comme étant une intervention populationnelle pouvant promouvoir l’activité physique. Les recherches portant sur la relation entre l’utilisation de l’automobile et l’activité physique utilisent typiquement une variable catégorielle pour décrire le mode de transport, tiennent peu compte du motif de déplacement et n’explorent pas la variation de l’association selon le lieu de résidence. Cette étude utilise à la fois l'activité physique auto-rapportée et objectivement mesurée pour tester l'association entre l’utilisation de l’automobile et l’activité physique totale, tout en tenant compte de ces limitations antérieures. Méthode: Les données de 780 participants provenant de la branche montréalaise de l’étude INTERACT (2018-2019) ont été analysées. Des modèles de régression linéaire ont été construits afin d’examiner la relation entre l’utilisation de l’automobile et l'activité physique modérée-vigoureuse (APMV) totale (auto-rapportée avec transformation logarithmique et objectivement mesurée). Ensuite, le motif de déplacement a été inclus dans ces modèles. Enfin, une régression pondérée géographiquement a permis d’explorer la variation spatiale de l'association entre l’usage de l’automobile et l’APMV. Résultats: La proportion des déplacements effectués en automobile est associée négativement avec l'APMV totale auto-rapportée (coefficient : -0,009, intervalle de confiance à 95% : -0,012 à -0,006) et objectivement mesurée (Coefficient : -0,29 minute par jour, intervalle de confiance à 95% : -0,55 à -0,03). La régression pondérée géographiquement indique une faible variation spatiale de l'association entre l'utilisation de l’automobile et l’APMV totale auto-rapportée. Le nombre de déplacements pour un motif tel que commerce et services est associé à l'APMV totale. Conclusion: Cette étude transversale a démontré une association négative entre l’utilisation de l’automobile et l’APMV totale sur le territoire montréalais. Certains motifs de déplacement sont associés à l’activité physique totale. / Background: Car usage reduction has previously been pointed out to be a population-based intervention promoting physical activity. Previous literature on the car usage-physical activity relation typically uses categorical variables for transport modes, rarely accounts for trip purpose and does not explore the influence of home location on this association. This study uses both self-reported and objectively measured physical activity to test the association between car usage and total daily physical activity, while accounting for previous limitations. Methods: INTERACT data collected in 2018-2019 among 780 participants from the Montreal metropolitan area site were analysed. Linear regression models of self-reported (log-transformed) and objectively measured total moderate-vigorous physical activity (MVPA) were built separately, as a function of car usage. Trip purpose was then included in these models. Finally, a geographically weighted regression (GWR) model was built to explore the spatial variation of the car usage-MVPA association. Results: The proportion of trips made by car showed a negative association with both self-reported (coefficient: -0.009, 95% CI [-0.012, -0.006]) and objectively measured (coefficient: -0.29 minutes per day, 95% CI [-0.55, -0.03]) total MVPA. GWR showed little spatial variation in the car usage-total self-reported MVPA. The number of trips toward certain purposes (e.g. “shops and services”) is associated with total MVPA. Conclusion: This cross-sectional study showed a negative association between car usage and total MVPA in the Montreal metropolitan area. Some trip purpose is associated with total physical activity.