Travel choices in Scotland - the effect of local accessibility on non-work travel

Accessibility features prominently in the developing transport policies of both the United Kingdom Government and the devolved Scottish Executive which aim to promote social inclusion in particular and the integration of transport and land use planning more generally. It follows that a detailed understanding of the relationship between accessibility, personal mobility and travel behaviour is critical to the successful implementation of these policies. This paper presents the results of a disaggregate, multi-variate analysis of the Scottish Household Survey (SHS) dataset and attempts to unravel the complex relationship between socio-economical circumstance, geographical access to local services and public transport and revealed non-work travel choices. The socio-economical and geographical diversity of Scotland offers an excellent opportunity to undertake an analysis of this nature. The SHS is a continuous, cross-sectional survey funded by the Scottish Executive and undertaken by face-to-face interview based on a sample of the general population in private residences in Scotland. It seeks to provide information on the composition, characteristics and behaviour of Scottish households. The survey collects information in two parts - firstly the highest income householder provides household level data including household composition and income, key attributes of household members, transport resources available to the household including access to public transport; secondly a randomly selected adult from the household provides information on inter alia personal travel (including the completion of a one-day travel diary on the previous day) and personal views on transport, the neighbourhood and local services. The dataset analysed in this paper was collected between 1999 and 2003 and contains over 75,000 surveyed households and over 49,000 completed travel diaries. Two other variables were matched with the residential location of SHS respondents and added to the dataset; namely, an index representing proximity to local services at electoral ward level derived in the Scottish Indices of Deprivation 2003 study and a locational classification for each respondent which captures settlement size and wider regional accessibility. The primary focus of the analysis presented in this paper is an examination of the extent to which the quality of local access to services affects distance travelled for non-work purposes. Within this analysis individual and household socio-economical circumstance, available transport resources (both car ownership and local access to public transport) and the wider regional geographical context are also taken into account. It is hypothesised that good local access is negatively associated with distance travelled and that there also exists the possibility of significant interaction between local access and socio-economical circumstance and available transport resources. Regression models are developed for non-work travel which test the statistical significance of these explanatory variables. The results of the analysis reported here will add to the existing evidence base on the relationship between accessibility and travel choice. Its conclusions are expected to inform the development of strategies to enhance social inclusion and reduce overall travel which are tailored to socio-economical and geographical circumstance

Do we really drive as we feel?

Learning to drive has been conceptualised as a series of stages which take the learner from mastery of the basic mechanics of driving, through anticipation of other road user's behaviour, to the development of a driving style consistent with the skill achieved in the first two stages (Parker & Stradling, 2002). Deery (1999) suggests that hazard perception is one of the main skills to be acquired in the second stage and that this skill is poorly developed in the inexperienced (and usually young) driver

Project management under uncertainty

Morris' (1986) analysis of the factors affecting project success and failure is considered in relation to the psychology of judgement under uncertainty. A model is proposed whereby project managers may identify the specific circumstances in which human decision-making is prone to systematic error, and hence may apply a number of de-biasing techniques

Clinical Outcomes and Cost- effectiveness of Continuous Positive Airway Pressure to Manage Obstructive Sleep Apnea in Patients With Type 2Diabetes in the U. K.

OBJECTIVE To assess clinical outcomes and cost-effectiveness of using continuous positive airway pressure (CPAP) to manage obstructive sleep apnea (OSA) in patients with type 2 diabetes (T2D) from the perspective of the U.K.’s National Health Service (NHS). RESEARCH DESIGN AND METHODS Using a case-control design, 150 CPAP-treated patients with OSA and T2D were randomly selected from The Health Improvement Network (THIN) database (a nationally representative database of patients registered with general practitioners in the U.K.) and matched with 150 OSA and T2D patients from the same database who were not treated with CPAP. The total NHS cost and outcomes of patient management in both groups over 5 years and the cost-effectiveness of CPAP compared with no CPAP treatment were estimated. RESULTS Using CPAP was associated with significantly lower blood pressure at 5 years and increasingly lower HbA1c levels over 5 consecutive years compared with untreated OSA patients. At 5 years, the HbA1c level in the CPAP-treated group was 8.2% (66.0 mmol/mol) vs. 12.1% (108.4 mmol/mol) in the control group (P < 0.03). Use of CPAP significantly increased patients’ health status by 0.27 quality-adjusted life years (QALYs) per patient over 5 years (P < 0.001) and NHS management costs by £4,141 per patient over 5 years; the cost per QALY gained with CPAP was £15,337. CONCLUSIONS Initiating treatment with CPAP in OSA patients with T2D leads to significantly lower blood pressure and better controlled diabetes and affords a cost-effective use of NHS resources. These observations have the potential for treatment modification if confirmed in a prospective study

Design guide for high pressure oxygen systems

A repository for critical and important detailed design data and information, hitherto unpublished, along with significant data on oxygen reactivity phenomena with metallic and nonmetallic materials in moderate to very high pressure environments is documented. This data and information provide a ready and easy to use reference for the guidance of designers of propulsion, power, and life support systems for use in space flight. The document is also applicable to designs for industrial and civilian uses of high pressure oxygen systems. The information presented herein are derived from data and design practices involving oxygen usage at pressures ranging from about 20 psia to 8000 psia equal with thermal conditions ranging from room temperatures up to 500 F

Right ventricular responses to CPAP therapy in obstructive sleep apnoea: CMR analysis of the MOSAIC randomised trial

Effects of continuous positive airway pressure (CPAP) on right ventricular (RV) function in patients with untreated mild-to-moderate obstructive sleep apnea (OSA) are unclear. In this exploratory analysis of cardiac magnetic resonance (CMR)-derived indices of RV function in patients with minimally symptomatic OSA from the MOSAIC randomized control trial we found no effect of CPAP on RV CMR parameters. In those with lower RV ejection fraction and higher RV end-diastolic volume (EDV) at baseline, CPAP treatment appeared to improve RV function with a significant reduction in both RV EDV and RV end-systolic volume although between-group effects were not observed. These data suggest potential merit in a larger randomized study of CPAP in patients with mild-to-moderate OSA and a greater breadth of RV dysfunction

Factors influencing the behaviour of people who drive at work.

Work-related road accidents account for around 25-33% of all road fatalities in Britain and in the region of 250 serious injuries per week. Previous studies show that those who drive for work have a higher accident risk than the general driving population even when their greater exposure is factored out.Quantitative and qualitative data was collected from Strathclyde drivers who drive as part of their work. The data show that drivers who have points on their licence or have recently received a speeding ticket are more likely to have been involved in a road traffic accident and these accidents are more likely to have occurred during work time. This confirms the theory that cameras spot crash magnets and illustrates the importance of educating those who drive as part of their work, in particular, to slow down. This paper also examines why occupational drivers are vulnerable on the roads by giving an insight into their attitudes and motives surrounding the driving task.A greater understanding of the beliefs and behaviours of drivers who are at risk of being involved in a third of road traffic accidents should serve to inform more effective road safety policies. With the possible advent of a graduated penalty system, attitudes to the current points and fine system will be of interest in a group the security of whose livelihood is most likely to be impacted by such changes

Factors influencing the behaviour of people who drive at work.

Work-related road accidents account for around 25-33% of all road fatalities in Britain and in the region of 250 serious injuries per week. Previous studies show that those who drive for work have a higher accident risk than the general driving population even when their greater exposure is factored out.Quantitative and qualitative data was collected from Strathclyde drivers who drive as part of their work. The data show that drivers who have points on their licence or have recently received a speeding ticket are more likely to have been involved in a road traffic accident and these accidents are more likely to have occurred during work time. This confirms the theory that cameras spot crash magnets and illustrates the importance of educating those who drive as part of their work, in particular, to slow down. This paper also examines why occupational drivers are vulnerable on the roads by giving an insight into their attitudes and motives surrounding the driving task.A greater understanding of the beliefs and behaviours of drivers who are at risk of being involved in a third of road traffic accidents should serve to inform more effective road safety policies. With the possible advent of a graduated penalty system, attitudes to the current points and fine system will be of interest in a group the security of whose livelihood is most likely to be impacted by such changes