Time use and rurality – Canada 2005

This paper provides a preliminary assessment of rurality as a factor affecting where and how people use their time, in a North American context. Rurality is a complex concept, but two key aspects are the degree of urban influence, and economic dependence on resource industries (farming and fishing particularly). Using dichotomous variables from the 2005 Canadian time use survey, we find that rural residence and resource employment both strongly influence time use and travel behaviour. Responding to fewer and more distant opportunities, people with rural residence participate less than urbanites in paid work, education, and shopping, and thus on average spend less time in these activities. Differences in time use between resource and nonresource workers are generally less marked than those related to urban versus rural workers. However, resource workers spend significantly less time in care-giving and sports, and more time in shopping and education. Participation in many activities is lower for resource workers, but those who participate spend significantly more time in paid work, domestic work, shopping, and education. Rural residents were found to spend considerably less time in travel than urban dwellers. On average, they take fewer trips per day, of shorter average duration, and spend less time in travel. Resource workers take significantly fewer trips than non-resource workers, spend less total time in travel, and have trips of lower average duration.Rurality, time use, resource industries, travel, Canada

Genetic mechanisms of critical illness in COVID-19.

Host-mediated lung inflammation is present1, and drives mortality2, in the critical illness caused by coronavirus disease 2019 (COVID-19). Host genetic variants associated with critical illness may identify mechanistic targets for therapeutic development3. Here we report the results of the GenOMICC (Genetics Of Mortality In Critical Care) genome-wide association study in 2,244 critically ill patients with COVID-19 from 208 UK intensive care units. We have identified and replicated the following new genome-wide significant associations: on chromosome 12q24.13 (rs10735079, P = 1.65 × 10-8) in a gene cluster that encodes antiviral restriction enzyme activators (OAS1, OAS2 and OAS3); on chromosome 19p13.2 (rs74956615, P = 2.3 × 10-8) near the gene that encodes tyrosine kinase 2 (TYK2); on chromosome 19p13.3 (rs2109069, P = 3.98 ×  10-12) within the gene that encodes dipeptidyl peptidase 9 (DPP9); and on chromosome 21q22.1 (rs2236757, P = 4.99 × 10-8) in the interferon receptor gene IFNAR2. We identified potential targets for repurposing of licensed medications: using Mendelian randomization, we found evidence that low expression of IFNAR2, or high expression of TYK2, are associated with life-threatening disease; and transcriptome-wide association in lung tissue revealed that high expression of the monocyte-macrophage chemotactic receptor CCR2 is associated with severe COVID-19. Our results identify robust genetic signals relating to key host antiviral defence mechanisms and mediators of inflammatory organ damage in COVID-19. Both mechanisms may be amenable to targeted treatment with existing drugs. However, large-scale randomized clinical trials will be essential before any change to clinical practice

The Spread of Commuter Development in the Eastern Shore Zone of Halifax, Nova Scotia, 1920-1988

This study uses evidence from archival and recent topographic maps to plot developing patterns of commuter-induced residential construction in the Eastern Shore sector of the Halifax commuter zone. Building counts were made from 1:50,000 topographic maps surveyed in 1917–20 (pre-commuter situation), 1960–7 (early commuter), and 1988 (mature commuter), and the mapped patterns were analyzed visually and statistically.Both regionally and locally, a typical sequence of development is apparent and is discussed with examples. The evolving pattern of development has been moulded by five sets of variables: access, services, environment, socio-cultural factors, and planning. Some variables operate primarily at the regional scale (notably distance to the city centre), some at the district level (notably distance to an elementary school), and some are highly localized (e.g., the availability of road frontage). The results may be useful for anticipation and control of future development.Basée sur des renseignements provenant de cartes topographiques d’archives ainsi que de cartes récentes, cette étude dresse le plan des nouveaux développements des habitations (destinés aux banlieusards qui se rendent en ville pour travailler) dans le secteur Eastern Shore, en banlieue de Halifax. Le nombre d’habitations a été calculé à partir de cartes topographiques au 1:50 000 levées en 1917–20 (avant les déplacements des banlieusards), en 1960–7 (début des déplacements des banlieusards) et en 1988 (nombreux déplacements des banlieusards), et les modèles des cartes ont été analysés visuellement et statistiquement.Une séquence typique des développements est apparente tant au niveau régional que local, et celle-ci est expliquée et accompagnée d’exemples. Le modèle suivi par ces développements a été façonné par cinq variables : accès, services, environnement, facteurs socio-culturels et planification. Certaines variables ont une incidence principalement à l’échelle régionale (en particulier la distance entre le domicile et le centre-ville), d’autres au niveau du district (en particulier la distance entre le domicile et une école élémentaire), d’autres encore ont une incidence extrêmement localisée (par exemple l’existence d’une route en bordure de lu propriété). Les résultats de cette étude peuvent être utiles pour anticiper et contrôler les développements futurs

Time use, travel behavior, and the rural–urban continuum: results from the Halifax STAR project

This paper considers variations in time-related aspects of travel behavior along the urban–rural continuum, using the four categories of inner city, suburbs, inner commuter belt (ICB), and outer commuter belt (OCB). It employs geo-coded and GPS-validated data from the STAR survey conducted in the county-sized regional municipality of Halifax, Nova Scotia. Many significant inter-zonal differences are identified, and most travel variables are characterized by progressive urban-to-rural gradients, with large differences between inner-city and outer-commuter values. A clear break between city and country is seldom evident, however. Inner-city residents make most trips, but have trips of shortest duration, and spend least time in travel. Residents of the commuter belts spend most time in travel, and have trips of longest duration. While long trips and much driving were expected in commuter zones, there are significantly fewer trips in the OCB, which we attribute to lack of need, lack of opportunities, and adjustments in discretionary behavior

Patterning in urban population densities: a spatiotemporal model compared with Toronto 1971 – 2001

We build on the literature on population-density distributions, but translate the consensus cross-sectional progression into a three-dimensional and six-stage geographic information system (GIS) based ‘volcano’ model. Visual comparison and descriptive statistics show Toronto’s recent density patterns to be very similar to those suggested by the model: the central density cluster has reversed its decline, while peripheral clusters have developed at increasing distances from downtown. Local autocorrelation (LISA) allowed areas of significant clustering and diversity to be mapped, and strong conformity was found between the model and Toronto’s empirical patterns. Overall, density levels throughout the metropolitan area are homogenizing and randomizing, even while inner-city redensification and peripheral densification proceed.

School siting and mode choices for school travel: Rural–urban contrasts in Halifax, Nova Scotia, Canada

Published versionMode choices for school travel are important to children’s health. School size and siting impose constraints on mode choices, and these factors vary considerably along the rural–urban continuum. Using the Halifax Regional School Board, Nova Scotia, as a case study, this research examines the effects of elementary school size and siting on mode choices and school busing.Data for 96 elementary schools in the school district are examined for statistical relationships between school and catchment area size, rural–urban location, and reliance on school busing. To estimate potential walk ability,a mean Walk Score®was calculated for a 2.4-km pedestrian zone around each school, which represents the school board’s courtesy busing threshold. Mode choices from“hands-up”tallies at four schools were employed to calibrate the use of automobile and walking modes.In inner-city areas, pedestrian zones typically covered almost 90% of the school catchment area, and their walk ability was moderately high. However, in suburban, commuter belt, and rural zones, much less area fell within the pedestrian zone, and walk ability declined considerably. The proportion of students who walked or cycled for school travel were 40% (inner-city), 37% (suburbs), and only 5% in the commuter belt and rural zones. On the other hand, more than 80% of children who lived in the commuter belt and rural zones rode the bus, compared with 30% in the suburbs and only 6% in the inner-city areas. In both the suburban and inner-city schools, a large proportion of students were chauffeured by car.Findings suggest that post-1960 school planning for rural areas around Halifax has paid insufficient attention to the potential for children to walk or bike to school. Consequently, school consolidation and busing practices should be reconsidered in light of their negative impacts on the health and well-being of suburban and rural school children