This cross-sectional study aimed to determine which objective built environmental factors, identified using a virtual neighbourhood audit, were associated with cycling for transport in adults living in five urban regions across Europe. The moderating role of age, gender, socio-economic status and country on these associations was also investigated. Overall, results showed that people living in neighbourhoods with a preponderance of speed limits below 30km/h, many bicycle lanes, with less traffic calming devices, more trees, more litter and many parked cars forming an obstacle on the road were more likely to cycle for transport than people living in areas with lower prevalence of these factors. Evidence was only found for seven out of 56 possible moderators of these associations. These results suggest that reducing speed limits for motorized vehicles and the provision of more bicycle lanes may be effective interventions to promote cycling in Europe.

According to the social ecological model of health-related behaviors, it is now well accepted that environmental factors influence habitual physical activity. Most previous studies on physical activity determinants have assumed spatial homogeneity across the study area, i.e. that the association between the environment and physical activity is the same whatever the location. The main novelty of our study was to explore geographical variation in the relationships between active commuting (walking and cycling to/from work) and residential environmental characteristics. 4,164 adults from the ongoing Nutrinet-Santé web-cohort, residing in and around Paris, France, were studied using a geographically weighted Poisson regression (GWPR) model. Objective environmental variables, including both the built and the socio-economic characteristics around the place of residence of individuals, were assessed by GIS-based measures. Perceived environmental factors (index including safety, aesthetics, and pollution) were reported by questionnaires. Our results show that the influence of the overall neighborhood environment appeared to be more pronounced in the suburban southern part of the study area (Val-de-Marne) compared to Paris inner city, whereas more complex patterns were found elsewhere. Active commuting was positively associated with the built environment only in the southern and northeastern parts of the study area, whereas positive associations with the socio-economic environment were found only in some specific locations in the southern and northern parts of the study area. Similar local variations were observed for the perceived environmental variables. These results suggest that: (i) when applied to active commuting, the social ecological conceptual framework should be locally nuanced, and (ii) local rather than global targeting of public health policies might be more efficient in promoting active commuting.

The Höfðahólar rock avalanche, in the Skagafjörður area of northern Iceland, was investigated on the basis of a geomorphological analysis of its landforms and close surrounding environment. Thanks to sound chronological constraints (¹⁴C dating from birch remnants in peat areas that developed within depressions over the chaotic rock-avalanche deposit, tephrochronological sequences resulting from subsequent ash fallouts over the deposit, calibration of an age–depth model of peats and previously dated raised beaches), we define the rock-avalanche implementation with a wider timeframe between 10,200 and 7975 cal. yr BP and with a narrower frame between 9000 and 8195 ± 45 cal. yr BP. Such a well constrained timing proposes one of the most precise datings of an early-Holocene major slope failure in Iceland. This result fits well in the known chronology of the deglaciation in this area and in the prevailing Icelandic theory of a generalized phase of landsliding that occurred shortly after the deglaciation of the area. The main driver for the rock-avalanche occurrence is associated to a paraglacial origin; glacio-isostatic rebound, associated to rockwall debuttressing, is thought to be the main factor in the genesis of this Boreal major disequilibrium.