Consumption trends in the UK, 1975-99

How and why has the way in which the average British family spends its money changed over the past 25 years? Those are the key questions examined in this report, using data from the UK FES between 1975 and 1999. It looks not only at broad changes in total spending, but also at how the division of expenditure between basics and non-basics and between durable goods, non-durable goods and services has altered over time

London's congestion charge

On 17 February 2003, one of the world's largest and most ambitious plans to tackle urban congestion began, with the introduction of a congestion charge for central London. It is hoped that this £5 daily charge for many vehicles entering the Inner Ring Road charging zone will significantly reduce the level of congestion faced by those travelling into and out of central London both by private and by public transport. In 2001, almost 1.1 million people entered central London during the morning peak hours of 7.00a.m.-10.00a.m.,1 of whom around 150,000 (13.7%) used private transport. Whilst the total number of people entering during the morning rush hour has scarcely changed since 1991, there has been a small shift towards public transport: in 1991, 16.8% of people used private transport. Nevertheless, average traffic speeds in central London have fallen slightly over the last decade, with the average morning peak-period traffic speed for 2000-03 just 9.9 mph, compared with a peak of 14.2 mph in 1974-76. During the evening rush hour, average speeds are even slower, at just 9.6 mph. In evidence to the House of Commons Transport Committee,3 David Begg of the Commission for Integrated Transport argues that around 40% of the total national level of congestion occurs in Greater London. Transport for London suggests that "there are now no longer any "peaks" or "off-peaks" of traffic volume between 7am - 6.30pm" and states that there are now on average three minutes of delay for every mile that a vehicle travels inside the charging zone. This Briefing Note aims to provide a guide to the workings of the London congestion charge. We begin in Section 2 by describing the economic case for congestion charging, showing why congestion can be thought of as an urban example of the well-known overuse of common resources to which there is free access (the so-called "tragedy of the commons"). In Section 3, we move on to look at the details of the proposed charge for London, examining how it fits in with the economic framework we develop and discussing some of the work that has already been carried out to try to predict the likely effects of the charge. Section 4 looks briefly at the issue of what may happen with the projected net revenues from the charge, which are legally bound for the first 10 years to be spent on transport within Greater London. In Section 5, we discuss some of the empirical evidence regarding transport in London and present evidence on the potential distributional effects of the congestion charge, since one of the oft-cited criticisms of charging is that it will impact upon the poorest most severely. Section 6 goes on to look at the experience of congestion charging elsewhere around the world

Modelling tidal energy extraction in a depth-averaged coastal domain

An extension of actuator disc theory is used to describe the properties of a tidal energy device, or row of tidal energy devices, within a depth-averaged numerical model. This approach allows a direct link to be made between an actual tidal device and its equivalent momentum sink in a depth-averaged domain. Extended actuator disc theory also leads to a measure of efficiency for an energy device in a tidal stream of finite Froude number, where efficiency is defined as the ratio of power extracted by one or more tidal devices to the total power removed from the tidal stream. To demonstrate the use of actuator disc theory in a depth-averaged model, tidal flow in a simple channel is approximated using the shallow water equations and the results are compared with the published analytical solutions. © 2010 © The Institution of Engineering and Technology

Utility of accelerometers to measure physical activity in children attending an obesity treatment intervention

Objectives. To investigate the use of accelerometers to monitor change in physical activity in a childhood obesity treatment intervention. Methods. 28 children aged 7–13 taking part in “Families for Health” were asked to wear an accelerometer (Actigraph) for 7-days, and complete an accompanying activity diary, at baseline, 3-months and 9-months. Interviews with 12 parents asked about research measurements. Results. Over 90% of children provided 4 days of accelerometer data, and around half of children provided 7 days. Adequately completed diaries were collected from 60% of children. Children partake in a wide range of physical activity which uniaxial monitors may undermonitor (cycling, nonmotorised scootering) or overmonitor (trampolining). Two different cutoffs (4 METS or 3200 counts⋅min-1) for minutes spent in moderate and vigorous physical activity (MVPA) yielded very different results, although reached the same conclusion regarding a lack of change in MVPA after the intervention. Some children were unwilling to wear accelerometers at school and during sport because they felt they put them at risk of stigma and bullying. Conclusion. Accelerometers are acceptable to a majority of children, although their use at school is problematic for some, but they may underestimate children's physical activity

Methods for the recovery of nutrients and energy from swine manure. 1. Biogas.

The recovery of nutrients from pig manure (300 l/day discharged by 100 pigs) during digestion for biogas production amounted to 1435 kg N, 350 kg P and 490 kg K per year. When spread on the 15.26 ha of land required to grow the corn and soybean for the pig ration, each hectare would receive 94 kg N, 23 kg P and 32 kg K per year. The energy value of the recovered fertilizer represents 4.4% of the total energy input of the pig production system. (Abstract retrieved from CAB Abstracts by CABI’s permission

Flexible New Deal evaluation: customer survey and qualitative research findings

by Sandra Vegeris, Lorna Adams, Katie Oldfield, Christine Bertram, Rosemary Davidson, Lucia Durante, Catherine Riley and Kim Vowden This report presents qualitative and quantitative research findings from an evaluation of the Flexible New Deal (FND), Phase 1 of which was introduced in October 2009 in 28 Jobcentre Plus districts in England, Scotland and Wales. The research consisted of qualitative research into customer and provider experiences of FND delivery and a quantitative survey of customer experiences of FND in Phase 1 areas compared with customers at the same point in their claims experiencing the former Jobseeker’s Allowance (JSA) regime and New Deals in Phase 2 areas. Comparisons between the two areas provide an indication of FND services in contrast to JSA/New Deal services but they do not constitute an impact assessment. This is the fourth in a series of evaluation reports aiming to understand experiences of the Jobseekers Regime and Flexible New Deal (JRFND) from the point of view of customers, Jobcentre Plus staff and provider staff, and establish the extent to which JRFND leads to additional customer employment outcomes

Jobseekers Regime and Flexible New Deal, the Six Month Offer and Support for the Newly Unemployed evaluations: An early process study

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