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Introduction: In-store promotion of food products leads to more frequent purchases. Product promotion can vary by store characteristics. We compared marketing strategies used by grocery stores to promote fruit and vegetables (FV) in neighborhoods with varying socio-economic and racial/ethnic characteristics.<br/><br/>Methods: Data was collected from a random sample of 12 large grocery stores from the same national chain located within a 15-mile radius of Downtown Phoenix. Store zip-code level median household income was used to classify stores as located in lower (<$50,000) or higher (>$50,000) income areas. Stores located in neighborhoods with more than 50% Hispanic population were classified as majority Hispanic serving. The ProPromo tool was adapted to document the presence and promotion of FV at 8 distinct locations throughout each store. Types of promotion strategies documented included displays, price promotions, size, or themes.<br/><br/>Results: FV were present at the entrance, islands, checkouts, and produce section; while fruits were promoted in all of these locations, vegetables were promotion in fewer locations. All stores used size and price promotion to promote FV; display was used to promote vegetables in 2 stores and fruits in all stores. On average stores promoted 32 fruits and 38 vegetables. Stores serving higher and lower income areas promoted similar numbers of FV. However, stores in Hispanic majority neighborhoods promoted fewer FV (66) in comparison to those in Hispanic minority areas (73).<br/><br/>Conclusion: Fruit and vegetable promotion disparity associated with neighborhood demographics may contribute to disparities in fruit and vegetable consumption.
This report is the consolidated work of an interdisciplinary course project in CEE494/598, CON598, and SOS598, Urban Infrastructure Anatomy and Sustainable Development. In Fall 2012, the course at Arizona State University used sustainability research frameworks and life-cycle assessment methods to evaluate the comprehensive benefits and costs when transit-oriented development is infilled along the proposed light rail transit line expansion. In each case, and in every variation of possible future scenarios, there were distinct life-cycle benefits from both developing in more dense urban structures and reducing automobile travel in the process.
Results from the report are superseded by our publication in Environmental Science and Technology.