Population-based county-level estimates for diagnosed (DDP), undiagnosed (UDP), and total diabetes prevalence (TDP) were acquired from the Institute for Health Metrics and Evaluation (IHME) for the years 2004-2012 (Evaluation 2017). Prevalence estimates were calculated using a two-stage approach. The first stage used National Health and Nutrition Examination Survey (NHANES) data to predict high fasting plasma glucose (FPG) levels (≥126 mg/dL) and/or hemoglobin A1C (HbA1C) levels (≥6.5% [48 mmol/mol]) based on self-reported demographic and behavioral characteristics (Dwyer-Lindgren, Mackenbach et al. 2016). This model was then applied to Behavioral Risk Factor Surveillance System (BRFSS) data to impute high FPG and/or A1C status for each BRFSS respondent (Dwyer-Lindgren, Mackenbach et al. 2016). The second stage used the imputed BRFSS data to fit a series of small area models, which were used to predict the county-level prevalence of each of the diabetes-related outcomes (Dwyer-Lindgren, Mackenbach et al. 2016). Diagnosed diabetes was defined as the proportion of adults (age 20+ years) who reported a previous diabetes diagnosis, represented as an age-standardized prevalence percentage. Undiagnosed diabetes was defined as proportion of adults (age 20+ years) who have a high FPG or HbA1C but did not report a previous diagnosis of diabetes. Total diabetes was defined as the proportion of adults (age 20+ years) who reported a previous diabetes diagnosis and/or had a high FPG/HbA1C. The age-standardized diabetes prevalence (%) was used as the outcome. The EQI was constructed for 2000-2005 for all US counties and is composed of five domains (air, water, built, land, and sociodemographic), each composed of variables to represent the environmental quality of that _domain. Domain-specific EQIs were developed using principal components analysis (PCA) to reduce these variables within each _domain while the overall EQI was constructed from a second PCA from these individual domains (L. C. Messer et al., 2014). To account for differences in environment across rural and urban counties, the overall and _domain-specific EQIs were stratified by rural urban continuum codes (RUCCs) (U.S. Department of Agriculture, 2015). This dataset is not publicly accessible because: EPA cannot release personally identifiable information regarding living individuals, according to the Privacy Act and the Freedom of Information Act (FOIA). This dataset contains information about human research subjects. Because there is potential to identify individual participants and disclose personal information, either alone or in combination with other datasets, individual level data are not appropriate to post for public access. Restricted access may be granted to authorized persons by contacting the party listed. It can be accessed through the following means: Human health data are not available publicly. EQI data are available at: https://edg.epa.gov/data/Public/ORD/NHEERL/EQI. Format: Data are stored as csv files. This dataset is associated with the following publication: Jagai, J., A. Krajewski, S. Shaikh, D. Lobdell, and R. Sargis. Association between environmental quality and diabetes in the U.S.A.. Journal of Diabetes Investigation. John Wiley & Sons, Inc., Hoboken, NJ, USA, 11(2): 315-324, (2020).

The share of the population with overweight in the United States was forecast to continuously increase between 2024 and 2029 by in total 1.6 percentage points. After the fifteenth consecutive increasing year, the overweight population share is estimated to reach 77.43 percent and therefore a new peak in 2029. Notably, the share of the population with overweight of was continuously increasing over the past years.Overweight is defined as a body mass index (BMI) of more than 25.The shown data are an excerpt of Statista's Key Market Indicators (KMI). The KMI are a collection of primary and secondary indicators on the macro-economic, demographic and technological environment in up to 150 countries and regions worldwide. All indicators are sourced from international and national statistical offices, trade associations and the trade press and they are processed to generate comparable data sets (see supplementary notes under details for more information).Find more key insights for the share of the population with overweight in countries like Canada and Mexico.

These data represent the predicted (modeled) prevalence of Diabetes among adults (Age 18+) for each census tract in Colorado. Diabetes is defined as ever being diagnosed with Diabetes by a doctor, nurse, or other health professional, and this definition does not include gestational, borderline, or pre-diabetes.The estimate for each census tract represents an average that was derived from multiple years of Colorado Behavioral Risk Factor Surveillance System data (2014-2017).CDPHE used a model-based approach to measure the relationship between age, race, gender, poverty, education, location and health conditions or risk behavior indicators and applied this relationship to predict the number of persons' who have the health conditions or risk behavior for each census tract in Colorado. We then applied these probabilities, based on demographic stratification, to the 2013-2017 American Community Survey population estimates and determined the percentage of adults with the health conditions or risk behavior for each census tract in Colorado.The estimates are based on statistical models and are not direct survey estimates. Using the best available data, CDPHE was able to model census tract estimates based on demographic data and background knowledge about the distribution of specific health conditions and risk behaviors.The estimates are displayed in both the map and data table using point estimate values for each census tract and displayed using a Quintile range. The high and low value for each color on the map is calculated based on dividing the total number of census tracts in Colorado (1249) into five groups based on the total range of estimates for all Colorado census tracts. Each Quintile range represents roughly 20% of the census tracts in Colorado. No estimates are provided for census tracts with a known population of less than 50. These census tracts are displayed in the map as "No Est, Pop < 50."No estimates are provided for 7 census tracts with a known population of less than 50 or for the 2 census tracts that exclusively contain a federal correctional institution as 100% of their population. These 9 census tracts are displayed in the map as "No Estimate."

DESCRIPTION This table contains data on the percent of residents aged 16 years and older mode of transportation to work for ...

SUMMARY This table contains data on the percent of residents aged 16 years and older mode of transportation to work for California, its regions, counties, cities/towns, and census tracts. Data is from the U.S. Census Bureau, Decennial Census and American Community Survey. The table is part of a series of indicators in the Healthy Communities Data and Indicators Project of the Office of Health Equity. Commute trips to work represent 19% of travel miles in the United States. The predominant mode – the automobile - offers extraordinary personal mobility and independence, but it is also associated with health hazards, such as air pollution, motor vehicle crashes, pedestrian injuries and fatalities, and sedentary lifestyles. Automobile commuting has been linked to stress-related health problems. Active modes of transport – bicycling and walking alone and in combination with public transit – offer opportunities for physical activity, which is associated with lowering rates of heart disease and stroke, diabetes, colon and breast cancer, dementia and depression. Risk of injury and death in collisions are higher in urban areas with more concentrated vehicle and pedestrian activity. Bus and rail passengers have a lower risk of injury in collisions than motorcyclists, pedestrians, and bicyclists. Minority communities bear a disproportionate share of pedestrian-car fatalities; Native American male pedestrians experience four times the death rate Whites or Asian pedestrians, and African-Americans and Latinos experience twice the rate as Whites or Asians. More information about the data table and a data dictionary can be found in the About/Attachments section.

ind_id - Indicator ID ind_definition - Definition of indicator in plain language reportyear - Year that the indicator was reported race_eth_code - numeric code for a race/ethnicity group race_eth_name - Name of race/ethnic group geotype - Type of geographic unit geotypevalue - Value of geographic unit geoname - Name of a geographic unit county_name - Name of county that geotype is in county_fips - FIPS code of the county that geotype is in region_name - MPO-based region name; see MPO_County list tab region_code - MPO-based region code; see MPO_County list tab mode - Mode of transportation short name mode_name - Mode of transportation long name pop_total - denominator pop_mode - numerator percent - Percent of Residents Mode of Transportation to Work,
Population Aged 16 Years and Older LL_95CI_percent - The lower limit of 95% confidence interval UL_95CI_percent - The lower limit of 95% confidence interval percent_se - Standard error of the percent mode of transportation percent_rse - Relative standard error (se/value) expressed as a percent CA_decile - California decile CA_RR - Rate ratio to California rate version - Date/time stamp of a version of data

Rank, number of deaths, percentage of deaths, and age-specific mortality rates for the leading causes of death, by age group and sex, 2000 to most recent year.

This table contains data on the percent of population aged 16 years or older whose commute to work is 10 or more minutes/day by walking or biking for California, its regions, counties, and cities/towns. Data is from the U.S. Census Bureau, American Community Survey, and from the U.S. Department of Transportation, Federal Highway Administration, and National Household Travel Survey. The table is part of a series of indicators in the Healthy Communities Data and Indicators Project of the Office of Health Equity. Active modes of transport, bicycling and walking alone and in combination with public transit, offer opportunities to incorporate physical activity into the daily routine. Physical activity is associated with lowering rates of heart disease and stroke, diabetes, colon and breast cancer, dementia and depression. Automobile commuting is associated with health hazards, such as air pollution, motor vehicle crashes, pedestrian injuries and fatalities, and sedentary lifestyles. Consequently the transition from automobile-focused transport to public and active transport offers environmental health benefits, including reductions in air pollution, greenhouse gases and noise pollution, and may lead to greater overall safety in transportation. More information about the data table and a data dictionary can be found in the About/Attachments section.