Residential neighbourhood greenspace is associated with reduced risk of cardiovascular disease: A prospective cohort study

Background: Living in a greener neighbourhood may reduce the risk of developing incident cardiovascular disease, but evidence is limited by reliance on cross-sectional comparisons. We use data from a longitudinal study with a time-independent measure of risk to explore the association between exposure to greenspace and cardiovascular disease. Methods: Data was from the European Prospective Investigation of Cancer Norfolk UK cohort, baseline 1993–1997 (n = 24,420). Neighbourhoods were defined as 800m radius zones around participants’ home, according to their home postcode (zip code) in the year 2000. Greenspace exposure was identified using classified satellite imagery. Adjusted Cox proportional hazards regression examined associations between greenspace and incident cardiovascular disease. Mediation analysis assessed if physical activity mediated associations, whilst modification by rurality, socio-economic status and age was explored. Results: The mean age of participants was 59.2 years at baseline, 54.7% were female, and mean follow-up time was 14.5 years. Individuals living in the greenest neighbourhood quartile had a 7% lower relative hazard of developing cardiovascular disease than other neighbourhoods (HR 0.93; 95% CI 0.88, 0.97; p = 0.003) after adjusting for age, sex, BMI, prevalent diabetes and socio-economic status (SES). Physical activity did not mediate the relationship (greenest compared to the least green quartile HR 0.99; 95% CI 0.97, 1.01; p = 0.416). Models predicted incidence of cardiovascular disease in the least green neighbourhoods (19.4% greenspace on average) would fall by 4.8% (95% CI 1.6%, 8.2% p = 0.003) if they were as green as the average neighbourhood (59.0% greenspace). Occupation moderated the relationship, whereby exposure to greenspace was not associated with incident CVD for participants engaged in manual occupations. Conclusions: Greener home neighbourhoods may protect against risk of cardiovascular disease even after accounting for SES, whilst the mechanism does not appear to be strongly associated with physical activity. Putative causal mechanisms require investigation

Overcoming isolation in distance learning: Building a learning community through time and space

The rise in popularity of distance education programmes, taught through web-based media, belies the difficulty in preparing, delivering and studying on such programmes. Preparing and providing quality material and a rich learning experience are key challenges. The physical and temporal separation of tutor and student, and between students themselves, can lead to feelings of isolation. The lack of interaction and discussion between students on non-cohort based courses lessens the richness of the learning experience and omits a significant element of the constructivist approach to learning. In order to provide maximum flexibility for students to study at a time, pace and subject issue of their choosing, the University of the West of England’s (UWE) MA Spatial Planning programme is delivered entirely online at a distance and asynchronously.This research investigates this pedagogic problem through examining the experiences of distance learning students at UWE, exploring issues and barriers to collaborative study, and exploring student isolation. Recommendations are generated for building a learning community on a non-cohort asynchronous programme of study. These include: providing service level agreements to clarify expectations; designating ‘staging points’ to encourage and motivate; developing student generated content as footprints ‘buried’ in the material; humanising the material; and introducing mechanisms to provide students with their peer’s thoughts/views on course material

Overcoming isolation in distance learning: Building a learning community through time, space and sector

The rise in popularity of distance education programmes, taught through web-based media, belies the difficulty in preparing, delivering and studying on such programmes. Preparing and providing quality material and a rich learning experience are key challenges. The physical and temporal separation of tutor and student, and between students themselves, can lead to feelings of isolation. The lack of interaction and discussion between students on non-cohort based courses lessens the richness of the learning experience and omits a significant element of the constructivist approach to learning. In order to provide maximum flexibility for students to study at a time, pace and subject issue of their choosing, the University of the West of England’s (UWE) MA Spatial Planning programme is delivered entirely online at a distance and asynchronously.This research investigates this pedagogic problem through examining the experiences of distance learning students at UWE, exploring issues and barriers to collaborative study, and exploring student isolation. Recommendations are generated for building a learning community on a non-cohort asynchronous programme of study. These include: providing service level agreements to clarify expectations; designating ‘staging points’ to encourage and motivate; developing student generated content as footprints ‘buried’ in the material; humanising the material; and introducing mechanisms to provide students with their peer’s thoughts/views on course material

Are GIS-modelled routes a useful proxy for the actual routes followed by commuters?

Active commuting offers the potential to increase physical activity among adults by being built into daily routines. Characteristics of the route to work may influence propensity to walk or cycle. Geographic information system (GIS) software is often used to explore this by modelling routes between home and work. However, if the validity of modelled routes depends on the mode of travel used, studies of environmental determinants of travel may be biased. We aimed to understand how well modelled routes reflect those actually taken, and what characteristics explain these differences. We compared modelled GIS shortest path routes with actual routes measured using QStarz BT-Q1000X Global Positioning System (GPS) devices in a free-living sample of adults working in Cambridge and using varying travel modes. Predictors of differences, according to length and percentage overlap, between the two route sets were assessed using multilevel regression models and concordance coefficients. The 276 trips, made by 51 participants, were on average 27% further than modelled routes, with an average geographical overlap of 39%. However, predictability of the route depended on travel mode. For route length, there was moderate-to-substantial agreement for journeys made on foot and by bicycle. Route overlap was lowest for trips made by car plus walk (22%). The magnitude of difference depended on other journey characteristics, including travelling via intermediate destinations, distance, and use of busy roads. In conclusion, GIS routes may be acceptable for distance estimation and to explore potential routes, particularly active commuting. However, GPS should be used to obtain accurate estimates of environmental contexts in which commuting behaviour actually occurs. Public health researchers should bear these considerations in mind when studying the geographical determinants and health implications of commuting behaviour, and when recommending policy changes to encourage active travel.The Commuting and Health in Cambridge study was developed by David Ogilvie, Simon Griffin, Andy Jones and Roger Mackett and initially funded under the auspices of the Centre for Diet and Activity Research (CEDAR), a UKCRC Public Health Research Centre of Excellence (087636/Z/08/Z and ES/G007462/1). Funding from the British Heart Foundation, Economic and Social Research Council, Medical Research Council, National Institute for Health Research and the Wellcome Trust, under the auspices of the UK Clinical Research Collaboration, is gratefully acknowledged. The study is now funded by the National Institute for Health Research Public Health Research programme (project number 09/3001/06: see http://www.phr.nihr.ac.uk/funded_projects). David Ogilvie is supported by the Medical Research Council (Unit Programme number MC_UU_12015/6). Jenna Panter is supported by an NIHR post-doctoral fellowship (NIHR-PDF-2012-05-157). The views and opinions expressed herein are those of the authors and do not necessarily reflect those of the NIHR PHR programme or the Department of Health. The funders had no role in study design, data collection and analysis, the decision to publish, or the preparation of the manuscript. We thank all staff from the MRC Epidemiology Unit Functional Group Team, in particular for study coordination and data collection (led by Cheryl Chapman), physical activity data processing and data management.This is the final version of the article. It first appeared from Elsevier via http://dx.doi.org/10.1016/j.jth.2014.10.00

Quantifying the physical activity energy expenditure of commuters using a combination of global positioning system and combined heart rate and movement sensors.

BACKGROUND: Active commuting may help to increase adults' physical activity levels. However, estimates of its energy cost are derived from a small number of studies which are laboratory-based or use self-reported measures. METHODS: Adults working in Cambridge (UK) recruited through a predominantly workplace-based strategy wore combined heart rate and movement sensors and global positioning system (GPS) devices for one week, and completed synchronous day-by-day travel diaries in 2010 and 2011. Commuting journeys were delineated using GPS data, and metabolic intensity (standard metabolic equivalents; MET) was derived and compared between journey types using mixed-effects linear regression. RESULTS: 182 commuting journeys were included in the analysis. Median intensity was 1.28 MET for car journeys; 1.67 MET for bus journeys; 4.61 MET for walking journeys; 6.44 MET for cycling journeys; 1.78 MET for journeys made by car in combination with walking; and 2.21 MET for journeys made by car in combination with cycling. The value for journeys made solely by car was significantly lower than those for all other journey types (p<0.04). On average, 20% of the duration of journeys incorporating any active travel (equating to 8 min) was spent in moderate-to-vigorous physical activity (MVPA). CONCLUSIONS: We have demonstrated how GPS and activity data from a free-living sample can be used simultaneously to provide objective estimates of commuting energy expenditure. On average, incorporating walking or cycling into longer journeys provided over half the weekly recommended activity levels from the commute alone. This may be an efficient way of achieving physical activity guidelines and improving population health.JP is supported by an NIHR post-doctoral fellowship [2012-05-157] and SC, DO and SB are supported by the Medical Research Council [Unit Programme numbers MC_UU12015/6 and MC_UU_12015/3]. The Commuting and Health in Cambridge study was developed by David Ogilvie, Simon Griffin, Andy Jones and Roger Mackett and initially funded under the auspices of the Centre for Diet and Activity Research (CEDAR), a UKCRC Public Health Research Centre of Excellence. Funding from the British Heart Foundation, Economic and Social Research Council, Medical Research Council, National Institute for Health Research and the Wellcome Trust, under the auspices of the UK Clinical Research Collaboration, is gratefully acknowledged. The study is now funded by the National Institute for Health Research Public Health Research programme (project number 09/3001/06).This is the final version of the article. It first appeared from Elsevier via http://dx.doi.org/10.1016/j.ypmed.2015.09.02

Edge selective gas detection using Langmuir films of graphene platelets

Recent advances in large-scale production of graphene have led to the availability of solution processable platelets at the commercial scale. Langmuir-Schaefer (L-S) deposition is a scalable process for forming a percolating film of graphene platelets which can be used for electronic gas sensing. Here, we demonstrate the use of this deposition method to produce functional gas sensors, using a chemiresistor structure from commercially-available graphene dispersions. The sensitivity of the devices and repeatability of the electrical response upon gas exposure has been characterized. Raman spectroscopy and Kelvin probe force microscopy (KPFM) show doping of the basal plane using ammonia (n-dopant) and acetone (p-dopant). The resistive signal is increased upon exposure to both gases showing that sensing originates from the change in contact resistance between nanosheets. We demonstrate that Arrhenius fitting of the desorption response potentially allows measurements of the desorption process activation energies for gas molecules adsorbed onto the graphene nanosheets

Understanding solvent spreading for Langmuir deposition of nanomaterial films: a Hansen solubility parameter approach

In order to prepare high-quality Langmuir films of two-dimensional materials it is important to select a solvent optimized for both exfoliation and spreading at the air-water interface. Whilst it is generally accepted that exfoliation and stabilisation of two-dimensional materials is well-described using the Hansen solubility parameter theory, a complementary description of solvent spreading behaviour is lacking. To this end we develop an understanding of solvent spreading using a Hansen solubility parameter framework. Our model accurately predicts the behaviour of both water-immiscible and water-miscible solvents in Langmuir film formation experiments. We demonstrate that spreading behaviour can be modified by controlling the surface pressure of the subphase using an amphiphilic species and accordingly utilise this approach to determine the maximum spreading pressure for a selection of solvents. Ultimately, by building on this understanding we open up additional routes to optimize the preparation of Langmuir films of two-dimensional materials and other nanoparticles

Using spatial equity analysis in the process evaluation of environmental interventions to tackle obesity: the healthy towns programme in England.

INTRODUCTION: Process evaluations of environmental public health interventions tend not to consider issues of spatial equity in programme delivery. However, an intervention is unlikely to be effective if it is not accessible to those in need. Methods are required to enable these considerations to be integrated into evaluations. Using the Healthy Towns programme in England, we demonstrate the potential of spatial equity analysis in the evaluation of environmental interventions for diet and physical activity, examining whether the programme was delivered to those in greatest need. METHODS: Locations of new physical infrastructure, such as cycle lanes, gyms and allotments, were mapped using a geographic information system. A targeting ratio was computed to indicate how well-located the infrastructure was in relation to those at whom it was specifically aimed, as detailed in the relevant project documentation, as well as to generally disadvantaged populations defined in terms of U.K. Census data on deprivation, age and ethnicity. Differences in targeting were examined using Kruskal-Wallis and t-tests. RESULTS: The 183 separate intervention components identified were generally well located, with estimated targeting ratios above unity for all population groups of need, except for black and ethnic minorities and children aged 5-19 years. There was no evidence that clustering of population groups influenced targeting, or that trade-offs existed when components were specifically targeted at more than one group. CONCLUSIONS: The analysis of spatial equity is a valuable initial stage in assessing the provision of environmental interventions. The Healthy Towns programme can be described as well targeted in that interventions were for the most part located near populations of need.RIGHTS : This article is licensed under the BioMed Central licence at http://www.biomedcentral.com/about/license which is similar to the 'Creative Commons Attribution Licence'. In brief you may : copy, distribute, and display the work; make derivative works; or make commercial use of the work - under the following conditions: the original author must be given credit; for any reuse or distribution, it must be made clear to others what the license terms of this work are

Digital screen use for a road safety campaign message was not associated with attitudes or knowledge of passers-by: an experimental study

Introduction: Recent evidence suggests fatality risks for cyclists may be increasing in Britain. Understanding how to increase levels of cycling while keeping risk low is paramount. Educating drivers about cyclists may help with road safety, and mass-media messaging is a possible avenue, potentially utilizing digital displays screens in public areas. However, no studies have examined the use of these screens for road safety campaigns.  Methods: A quasi-experiment was conducted to examine if digital screens may be effective to raise awareness of a campaign message and encourage recall of car drivers. A digital campaign image was selected that encouraged car drivers and cyclists to ‘look out for each other,’ and stated than 80% of cyclists owned a driving license. Views and knowledge on driver priorities around cyclists were examined before (control) and after campaign exposure (intervention), and tested using regression modelling.  Results: 364 people were interviewed over five days. Those interviewed on intervention days were more likely to rank ‘Look out for cyclists’ as being more important compared to those interviewed on control days (OR 1.20), but this was not statistically significant (p = 0.355). Those who said they had seen the image did not rank ‘Look out for cyclists’ higher than those who said they had not seen it (p = 0.778). The disparity between reported and displayed percentage of cyclists with a driving license did not differ between intervention and control days, but was 8% higher amongst those who claimed to have seen the image (p = 0.026).  Conclusions: We did not find strong evidence that use of an image on digital screens increased public awareness or recall of a casualty reduction campaign message. Work is needed to investigate the effects of longer-term exposure to road safety images. Practical Applications: Short-term use of digital signage is not recommended for raising awareness of road safety campaigns