Reframing safety: An analysis of perceptions of cycle safety clothing

This article contributes to debates around cycle safety clothing, specifically helmets and high-visibility clothing. In England such items are widely promoted in safety campaigns and in broader cycling publicity, particularly for children. However, the impact of this approach on cycling safety and cycling uptake is unclear and contested. This article uses a combined analysis of three sets of qualitative interview data to explore talk about cycle helmets and high-visibility clothing. A thematic analysis involved coding all references to such safety clothing, and within that coding meanings, experiences, interactions, and links to other safety equipment. Reported use of safety clothing was strongly associated with perceived threat from motor vehicles, but accompanied by scepticism about effectiveness. Many interviewees felt and/or exerted social pressure to wear a helmet, and, to a lesser extent, high-visibility clothing. Analysis identified a widespread dislike of safety clothing, sometimes linked to cycling less. We found evidence of resistance to social pressure, expressed in complaints about inconvenience, discomfort (helmets), and personal appearance. More interdisciplinary research is needed to explore the complex relationships between cycling safety, the promotion of safety clothing, and cycling uptake. However, our findings suggest that, policy-makers and practitioners should carefully consider how promoting safety clothing might impact cycling uptake and experiences. Policy goals of increasing cycling and making it more 'normal' and subjectively safer might imply reducing or even avoiding the use of such accessories in everyday utility cycling contexts.The Changing Commutes project was funded by the Economic and Social Research Council, Grant number ES/K004549/1. The projects from which the interviews come were funded as detailed in the appendix. The work was undertaken under the auspices of the Centre for Diet and Activity Research (CEDAR), a UKCRC Public Health Research Centre of Excellence which is funded by the British Heart Foundation, Cancer Research UK, Economic and Social Research Council, Medical Research Council, the National Institute for Health Research, and the Wellcome Trust.This is the author accepted manuscript. The final version is available from Elsevier via http://dx.doi.org/10.1016/j.tranpol.2015.05.00

Attitudes to telecare among older people, professional care workers and informal carers: a preventative strategy or crisis management?

This paper reports findings from an attitudinal survey towards telecare that emerged from twenty-two focus groups comprising ninety-two older people, fifty-five professional stakeholders and thirty-nine carers. These were convened in three different regions of England as a precursor to telecare service development. The results from this study suggest that informants’ views were shaped by prior knowledge of conventional health and social care delivery in their locality and the implication is that expectations and requirements in respect of telecare services in general are likely to be informed by wider perceptions about the extent to which community care should operate as a preventative strategy or as a mechanism for crisis management

Impacts of an active travel intervention with a cycling focus in a suburban context: One-year findings from an evaluation of London’s in-progress mini-Hollands programme

Background More evidence is needed on the impacts of building infrastructure for walking and cycling. A knowledge gap and an implementation gap have been mutually reinforcing. This paper reports on a longitudinal study examining the impacts of the still in progress ‘mini-Hollands programme’, which seeks to transform local environments for walking and cycling, in three Outer London boroughs. Compared to Inner London, Outer London has low levels of cycling and low levels of walking, and is relatively car dependent. Methods We conducted a longitudinal study of 1712 individuals sampled from households in mini-Holland boroughs (intervention sample) and from non mini-Holland Outer London boroughs (control sample). The intervention sample was further divided, a priori, into those living in “high-dose neighbourhoods”, where substantial changes to the local walking and cycling infrastructure had been implemented, versus “low-dose neighbourhoods” where such improvements had not (yet) been made. At both baseline (2016) and one-year follow-up (2017), we administered an online survey of travel behaviour and attitudes to transport and the local environment. Results One year’s worth of interventions was associated with an increase in active travel among those living in areas defined as ‘high-dose’ neighbourhoods. Specifically, those in high-dose areas were 24% more likely to have done any past-week cycling at follow-up, compared to those living in non mini-Holland areas (95% CI, 2% to 52%). The mid-point estimate for increase in active travel (walking plus cycling) time for the same group was an additional 41.0 min (95% CI 7.0, 75.0 min). Positive changes in views about local environments were recorded in intervention areas, driven by a perceived improvement in cycling-related items. Controversy related to the interventions is expressed in a growth in perceptions that ‘too much’ money is spent on cycling in intervention areas. However, intervention areas also saw a reduction in perceptions that ‘too little’ money is spent (the latter view being common both at baseline and Wave 1 in control areas). Conclusion Overall, the findings here suggest that programme interventions, while controversial, are having a measurable and early impact on active travel behaviour and perceptions of the local cycling environment

Anomalous behavior of the Debye temperature in Fe-rich Fe-Cr alloys

Debye temperature, $\Theta_D$, of Fe-rich Fe$_{100-x}$Cr$_x$ disordered alloys with $0\le x \le 22.3$ was determined from the temperature dependence of the central shift of M\"ossbauer spectra recorded in the temperature range of 60 -- 300 K. Its compositional dependence shows a maximum at $x \approx 5$ with a relative increase of $\sim 30$% compared to a pure iron. The composition at which the effect occurs correlates well with that at which several other quantities, e. g. the Curie temperature and the spin-wave stiffness coefficient, $D_0$, show their maxima, but the enhancement of $\Theta_D$ is significantly greater and comparable with the enhancement of the hyperfine field (spin-density of itinerant $s$-like electrons) in the studied system. The results suggest that the electron-phonon interaction is important in this alloy system

Impacts of active travel interventions on travel behaviour and health: Results from a five-year longitudinal travel survey in Outer London

Introduction This paper analyses six years' data from the People and Places longitudinal study. The study examines travel behaviour impacts of major investments in active travel infrastructure in three Outer London boroughs (the ‘mini-Hollands programme’). Methods A controlled longitudinal analysis was used to compare changes in active travel in intervention and control groups, with three levels of intervention group (mini-Holland borough but no local intervention; active travel infrastructure but no low traffic neighbourhood; low traffic neighbourhood, usually also with proximity to active travel infrastructure). Finally, the article estimates the 20-year health economic benefit from uptake of active travel, using the average point estimates across all waves for both the mini-Holland programme as a whole and in the most intensively treated areas. Results At all waves, living in an area with mini-Holland interventions was consistently associated with increased duration of past-week active travel, compared with the control group. Changes in active travel behaviour were largest and had the strongest evidence for those living in low traffic neighbourhoods. Most of the increase was in time spent walking, although the strongest evidence of increased participation was for cycling. There was also evidence of decline in car ownership and/or use, although this was weaker and seen convincingly only in the low traffic neighbourhood areas. The 20-year health economic benefit from the mini-Holland areas was calculated at £1,056 m, from a programme cost of around £100 m. The most effective interventions (low traffic neighbourhoods) provide a twenty-year per-person physical-activity related benefit of £4800 compared to a per-person cost of £28–35 (LTNs implemented during 2020 as Covid-19 emergency interventions) or £112 (higher-cost LTNs with more features like greening and crossing improvements). Conclusions Active travel interventions provided high value for money when comparing health economic benefits from physical activity to costs of scheme implementation, particularly low traffic neighbourhoods

30 years of change : visualizing hotter drought at upper treeline along the Colorado Trail

Over the last 30 years, the Southern Rocky Mountains (SRM) have experienced an unprecedented period of warming and aridity. The consequences of this hotter and drier climate are becoming increasingly evident across Rocky Mountain forests, where megadisturbances are resulting in state shifts from forested to non-forested ecosystems. This research, which revisits twelve photographs taken along the Colorado Trail in 1992, has revealed alarming new findings. It shows that some of the highest treeline ecotones along the spine of the Rockies have been devastated by spruce beetle-induced mortality and that spruce seed production will be increasingly constrained by threshold high temperatures. The repeat photos also reveal that a dramatic vegetation composition shift is occurring in the SRM with the accelerated proliferation of willow into alpine tundra, thriving under warmer conditions amid spruce beetle devastation. Furthermore, this study highlights that projected declines in forest cover in western North America must now take into account the loss of Engelmann spruce from upper treeline ecotones and that the trend of expansion of the mountain forest belt via treeline advance appears to be particularly unlikely and is instead likely to be one of forest contraction. Ultimately, the results of this regional-scale repeat photography study point to a future of spruce at treeline that is not promising because of (1) beetle-induced mortality, (2) rising temperature stressing seed production, (3) the need for moisture, (4) challenges to natural seed dispersal, and (5) willow encroachment throughout the alpine tundra.Includes bibliographical references

Statistical Analysis Plan: Low Traffic Neighbourhoods in London: Interrupted time series analysis of sensor count data

This document is a statistical analysis plan for the NIHR-funded study into Low Traffic Neighbourhoods in London. It outlines the methodological approach (including data cleaning, anomaly detection, imputation and statistical analysis) associated with automated sensor data collected as part of the project. It gives particular detail to the interrupted time series method that, dependent on data availability and suitability, should form a significant part of the analysis of sensor data

Barriers to investing in cycling: Stakeholder views from England.

BACKGROUND: Planners and politicians in many countries seek to increase the proportion of trips made by cycling. However, this is often challenging. In England, a national target to double cycling by 2025 is likely to be missed: between 2001 and 2011 the proportion of commutes made by cycling barely grew. One important contributory factor is continued low investment in cycling infrastructure, by comparison to European leaders. METHODS: This paper examines barriers to cycling investment, considering that these need to be better understood to understand failures to increase cycling level. It is based on qualitative data from an online survey of over 400 stakeholders, alongside seven in-depth interviews. RESULTS: Many respondents reported that change continues to be blocked by chronic barriers including a lack of funding and leadership. Participants provided insights into how challenges develop along the life of a scheme. In authorities with little consideration given to cycling provision, media and public opposition were not reported as a major issue. However, where planning and implementation have begun, this can change quickly; although examples were given of schemes successfully proceeding, despite this. The research points to a growing gap between authorities that have overcome key challenges, and those that have not

How does mode of travel affect risks posed to other road users? An analysis of English road fatality data, incorporating gender and road type

Background Most analysis of road injuries examines the risk experienced by people using different modes of transport, for instance, pedestrian fatalities per-head or per-km. A small but growing field analyses the impact that the use of different transport modes has on other road users, for instance, injuries to others per-km driven. Methods This paper moves the analysis of risk posed to others forward by comparing six different vehicular modes, separating road types (major vs minor roads in urban vs rural settings). The comparison of risk posed by men and women for all these modes is also novel. Results Per-vehicle kilometre, buses and lorries pose much the highest risk to others, while cycles pose the lowest. Motorcycles pose a substantially higher per-km risk to others than cars. The fatality risk posed by cars or vans to ORUs per km is higher in rural areas. Risk posed is generally higher on major roads, although not in the case of lorries, suggesting a link to higher speeds. Men pose higher per-km risk to others than women for all modes except buses, as well as being over-represented among users of the most dangerous vehicles. Conclusions Future research should examine more settings, adjust for spatial and temporal confounders, or examine how infrastructure or route characteristics affect risk posed to others. Although for most victims the other vehicle involved is a car, results suggest policy-makers should also seek to reduce disproportionate risks posed by the more dangerous vehicles, for instance, by discouraging motorcycling. Finally, given higher risk posed to others by men across five of six modes analysed, policy-makers should consider how to reduce persistent large gender imbalances in jobs involving driving