The Role of Transport in Supporting a Healthy Future for Young People

The Health Foundation commissioned Sustrans and the University of the West of England to ‘assess the role of transport in supporting young people to develop and transition to an independent healthy future’. This report focuses on the transport available to young people and how it’s functioning can shape the long-term health of young people today.The report makes seven policy and research recommendations based on the review of existing literature and analysis of how transport can affect young people’s development and future prospects

Transport to thrive: Why we shouldn’t ignore the transport needs of young people

In the UK many disadvantaged groups lack transport choices, including young people aged 16-24. There has been little research to identify and understand the transport issues and barriers experienced by young people. This report is the first of its kind to focus on the 16-24 age group who are leaving behind youth and moving into adulthood. It presents new analyses of national travel data, combined with insights from in-depth interviews with young people leaving school and college.Young people aged 16-24 year made 21% fewer trips compared to working age adults of 25-64 years in 2019 and this gap has widened over the past 20 years. This is limiting their access to education, employment and social opportunities. Only 40% of young people have a full driving licence in comparison to 74% of adults aged 16 or over. Young people are more likely to travel using a range of transport options including public transport, walking, cycling and new shared mobility option such as e-scooters. They contribute less to carbon emissions, as well as being likely to see the most adverse effects of future climate change.It is essential that we better meet the transport needs of young people and other disadvantaged groups. At the heart of this is improving active travel and public transport in parallel to support multi-modal, low car lifestyles. Improving transport for 16–24-year-olds will support social and economic outcomes for the next generation of leaders and for society as a whole

Preliminary Assessment of Sponge Biodiversity on Saba Bank, Netherlands Antilles

Background Saba Bank Atoll, Netherlands Antilles, is one of the three largest atolls on Earth and provides habitat for an extensive coral reef community. To improve our knowledge of this vast marine resource, a survey of biodiversity at Saba Bank included a multi-disciplinary team that sampled fishes, mollusks, crustaceans, macroalgae, and sponges. Methodology/Principal Findings A single member of the dive team conducted surveys of sponge biodiversity during eight dives at six locations, at depths ranging from 15 to 30 m. This preliminary assessment documented the presence of 45 species pooled across multiple locations. Rarefaction analysis estimated that only 48 to 84% of species diversity was sampled by this limited effort, clearly indicating a need for additional surveys. An analysis of historical collections from Saba and Saba Bank revealed an additional 36 species, yielding a total of 81 sponge species recorded from this area. Conclusions/Significance This observed species composition is similar to that found on widespread Caribbean reefs, indicating that the sponge fauna of Saba Bank is broadly representative of the Caribbean as a whole. A robust population of the giant barrel sponge, Xestospongia muta, appeared healthy with none of the signs of disease or bleaching reported from other Caribbean reefs; however, more recent reports of anchor chain damage to these sponges suggests that human activities can have dramatic impacts on these communities. Opportunities to protect this extremely large habitat should be pursued, as Saba Bank may serve as a significant reservoir of sponge species diversity

Evaluating the citywide Edinburgh 20mph speed limit intervention effects on traffic speed and volume: A pre-post observational evaluation.

OBJECTIVES: Traffic speed is important to public health as it is a major contributory factor to collision risk and casualty severity. 20mph (32km/h) speed limit interventions are an increasingly common approach to address this transport and health challenge, but a more developed evidence base is needed to understand their effects. This study describes the changes in traffic speed and traffic volume in the City of Edinburgh, pre- and 12 months post-implementation of phased city-wide 20mph speed limits from 2016-2018. METHODS: The City of Edinburgh Council collected speed and volume data across one full week (24 hours a day) pre- and post-20mph speed limits for 66 streets. The pre- and post-speed limit intervention data were compared using measures of central tendency, dispersion, and basic t-tests. The changes were assessed at different aggregations and evaluated for statistical significance (alpha = 0.05). A mixed effects model was used to model speed reduction, in the presence of key variables such as baseline traffic speed and time of day. RESULTS: City-wide, a statistically significant reduction in mean speed of 1.34mph (95% CI 0.95 to 1.72) was observed at 12 months post-implementation, representing a 5.7% reduction. Reductions in speed were observed throughout the day and across the week, and larger reductions in speed were observed on roads with higher initial speeds. Mean 7-day volume of traffic was found to be lower by 86 vehicles (95% CI: -112 to 286) representing a reduction of 2.4% across the city of Edinburgh (p = 0.39) but with the direction of effect uncertain. CONCLUSIONS: The implementation of the city-wide 20mph speed limit intervention was associated with meaningful reductions in traffic speeds but not volume. The reduction observed in road traffic speed may act as a mechanism to lessen the frequency and severity of collisions and casualties, increase road safety, and improve liveability

Use of natural experimental studies to evaluate 20mph speed limits in two major UK cities.

INTRODUCTION: Reductions in traffic speed can potentially offer multiple health and public health benefits. In 2016, implementation of 20mph (30kph) speed limit interventions began in Edinburgh (city-wide) and Belfast (city centre). The aims of this paper are to describe 1) the broad theoretical approach and design of two natural experimental studies to evaluate the 20mph speed limits in Edinburgh and Belfast and 2) how these studies allowed us to test and explore theoretical mechanisms of 20mph speed limit interventions. METHODS: The evaluation consisted of several work packages, each with different research foci, including the political decision-making processes that led to the schemes, their implementation processes, outcomes (including traffic speed, perceptions of safety, and casualties) and cost effectiveness. We used a combination of routinely and locally collected quantitative data and primary quantitative and qualitative data. RESULTS: The evaluation identified many contextual factors influencing the likelihood of 20mph speed limits reaching the political agenda. There were substantial differences between the two sites in several aspects related to implementation. Reductions in speed resulted in significant reductions in collisions and casualties, particularly in Edinburgh, which had higher average speed at baseline. The monetary value of collisions and casualties prevented are likely to exceed the costs of the intervention and thus the overall balance of costs and benefits is likely to be favourable. CONCLUSIONS: Innovative study designs, including natural experiments, are important for assessing the impact of 'real world' public health interventions. Using multiple methods, this project enabled a deeper understanding of not only the effects of the intervention but the factors that explain how and why the intervention and the effects did or did not occur. Importantly it has shown that 20mph speed limits can lead to reductions in speed, collisions and casualties, and are therefore an effective public health intervention

Developing and implementing 20-mph speed limits in Edinburgh and Belfast : mixed-methods study

This project was funded by the National Institute for Health and Care Research (NIHR) Public Health Research programme.Background Transport initiatives such as 20-mph (≈30-km/h) speed limits are anticipated to result in fewer road casualties and improve perceptions of safety, leading to increases in active travel. Lower speeds may also lead to more pleasant environments in which to live, work and play. Objectives The main objective was to evaluate and understand the processes and effects of developing and implementing 20-mph speed limits in Edinburgh and Belfast. The focus was on health-related outcomes (casualties and active travel) that may lead to public health improvements. An additional objective was to investigate the political and policy factors (conditions) that led to the decision to introduce the new speed limits. Design This was a mixed-methods study that comprised an outcome, process, policy and economic evaluation of two natural experiments. Setting The study was set in Edinburgh, Scotland, and Belfast, Northern Ireland, from 2000 to 2018. Participants The whole population of each city were participants, as well as stakeholders involved in implementation and decision-making processes. Intervention The intervention was the implementation of 20-mph legislation, signage, enforcement, and education and awareness-raising in Edinburgh (citywide) and Belfast (city centre). Main outcome measures The main outcomes measured were speed; number, type and severity of road collisions; perceptions; and liveability. Data sources The following data sources were used – routinely and locally collected quantitative data for speed, volume of traffic, casualties and collisions, and costs; documents and print media; surveys; interviews and focus groups; and Google Street View (Google Inc., Mountain View, CA, USA). Results Collisions and casualties – the overall percentage reduction in casualty rates was 39% (the overall percentage reduction in collision rates was 40%) in Edinburgh. The percentage reduction for each level of severity was 23% for fatal casualties, 33% for serious casualties and 37% for minor casualties. In Belfast there was a 2% reduction in casualties, reflecting differences in the size, reach and implementation of the two schemes. Perceptions – in Edinburgh there was an increase in two factors (support for 20 mph and rule-following after implementation) supported by the qualitative data. Liveability – for both cities, there was a small statistical increase in liveability. Speed – mean and median speeds reduced by 1.34 mph and 0.47 mph, respectively, at 12 months in Edinburgh, with no statistically significant changes in Belfast. History, political context, local policy goals, local priorities and leadership influenced decision-making and implementation in the two cities. Limitations There was no analysis of active travel outcomes because the available data were not suitable.  Conclusions The pre-implementation period is important. It helps frame public and political attitudes. The scale of implementation and additional activities in the two cities had a bearing on the impacts. The citywide approach adopted by Edinburgh was effective in reducing speeds and positively affected a range of public health outcomes. The city-centre approach in Belfast (where speeds were already low) was less effective. However, the main outcome of these schemes was a reduction in road casualties at all levels of severity.  Future work Future work should develop a statistical approach to public health interventions that incorporates variables from multiple outcomes. In this study, each outcome was analysed independently of each other. Furthermore, population measures of active travel that can be administered simply, inexpensively and at scale should be developed. Study registration This study is registered as ISRCTN10200526. Funding This project was funded by the National Institute for Health and Care Research (NIHR) Public Health Research programme and will be published in full in Public Health Research; Vol. 10, No. 9. See the NIHR Journals Library website for further project information.Publisher PDFPeer reviewe

Can 20mph speed limit interventions influence liveability? A natural experiment using the Microscale Audit of Pedestrian Streetscapes Liveability (MAPS-Liveability) and Google Street View

Background: A recent meta-narrative review investigating 20mph speed limits on public health outcomes reported inconclusive findings and the limited scope of liveability investigations. Consequently, we investigated the impact of 20mph speed limit interventions on liveability using the Microscale Audit of Pedestrian Streetscapes Liveability (MAPS-Liveability) via Google Street View (GSV). Methods: MAPS-Liveability provides a quantitative assessment of liveability and its constructs (i.e., safety, health, sustainability, inclusivity, places, education, traffic/transport, roads, and pavements) at the micro-level (i.e., street). Google Street View enabled pre- and post-implementation data collection for Belfast (n = 68 streets) and Edinburgh (n = 76 streets) by two independent raters, with scores calculated for total liveability and nine liveability constructs. Wilcoxon signed-rank tests (changes pre-to post-implementation), cluster analysis (identification of discrete street clusters), analysis of variance (differences within clusters) and analysis of covariance (differences between clusters) were undertaken. Clusters were mapped, street types identified, and clusters named by determining the predominant street type. Results: In Belfast and Edinburgh, there were significant increases post-intervention for total liveability, with 57.4% (n = 39) of streets in Belfast and 75% (n = 57) in Edinburgh seeing positive changes. Both cities also saw significant positive increases in the liveability constructs of traffic/transport (e.g., speed signage) and places (e.g., presence of shops); with Edinburgh also seeing a significant positive increase post-intervention for pavements (e.g., quality). Cluster analysis identified three clusters “Mixed land use”, “Central Business District” and “Residential” with each showing positive changes for total liveability and the construct of traffic/transport. Conclusion: 20mph speed limit interventions were found to positively contribute to total liveability and the specific liveability construct of traffic/transport. This was particularly the case when 20mph speed limits were implemented on streets with dense mixed land use

Carbon-sensitive pedotransfer functions for plant available water

Currently accepted pedotransfer functions show negligible effect of management-induced changes to soil organic carbon (SOC) on plant available water holding capacity (θAWHC), while some studies show the ability to substantially increase θAWHC through management. The Soil Health Institute\u27s North America Project to Evaluate Soil Health Measurements measured water content at field capacity using intact soil cores across 124 long-term research sites that contained increases in SOC as a result of management treatments such as reduced tillage and cover cropping. Pedotransfer functions were created for volumetric water content at field capacity (θFC) and permanent wilting point (θPWP). New pedotransfer functions had predictions of θAWHC that were similarly accurate compared with Saxton and Rawls when tested on samples from the National Soil Characterization database. Further, the new pedotransfer functions showed substantial effects of soil calcareousness and SOC on θAWHC. For an increase in SOC of 10 g kg–1 (1%) in noncalcareous soils, an average increase in θAWHC of 3.0 mm 100 mm–1 soil (0.03 m3 m–3) on average across all soil texture classes was found. This SOC related increase in θAWHC is about double previous estimates. Calcareous soils had an increase in θAWHC of 1.2 mm 100 mm–1 soil associated with a 10 g kg–1 increase in SOC, across all soil texture classes. New equations can aid in quantifying benefits of soil management practices that increase SOC and can be used to model the effect of changes in management on drought resilience