Understanding and Improving Arterial Roads to Support Public Health and Transportation Goals

Reductions in community noise levels in vancouver, Canada, during pandemic lockdown and association with land cover type

BACKGROUND

Urban transportation noise is a major public concern because of its adverse effects on health. The determinants of urban noise exposure have not been widely explored but the "natural experiment" presented by the COVID-19 lockdowns presented a unique opportunity. This study examined the relationship between environmental characteristics and urban noise pollution during the COVID-19 related lockdown in Metro Vancouver, Canada, from March 21st to May 18th, 2020.

METHODS

We used noise exposure data from the Vancouver International Airport (YVR) noise management program, comparing the noise levels during "Phase One" of the COVID-19 lockdown in 2020 to the corresponding time period in 2019 from 21 Noise Monitoring Terminals (NMTs) located throughout Metro Vancouver. We modelled the relationship between the change in noise level and the physical NMT environments, including land cover, and total length of roads at four different time periods (24Hr, daytime, evening and nighttime) and within three different buffer zones (100 m, 250 m, and 500 m).

RESULTS

Of 59,472 hourly measurements of community noise, the 24-h noise level was reduced by an average of 2.20 dBA between 2019 and 2020. Higher proportions of greenspace, barren areas, and soil-cover around NMTs resulted in stronger noise reductions and higher density of building, pavement, and water weakened the amount of noise reduction. Proximity of high-volume traffic roads (highways) were associated with weaker noise reduction.

CONCLUSION

The COVID-19 related lockdown was associated with reduced noise in Metro Vancouver, and the relative reduction depended on the types of the environment surrounding the NMT. Future research on the effects of urban environmental characteristics on geographic inequality in noise levels and health consequences of the COVID-19 related lockdown is merited.

Traffic as a Barrier to Walking Safely in the United States: Perceived Reasons and Potential Mitigation Strategies

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Almost a quarter of US adults perceive traffic as a barrier to safe walking.

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Vehicle speed is the leading perceived traffic characteristic of concern.

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Respondents perceive sidewalks as the most favorable strategy to mitigate risk.

Motor vehicle traffic is commonly cited as a barrier to walking, but national level perceptions of traffic characteristics that negatively influence walking and potential traffic mitigation strategies remain unclear. The objectives of this study were to describe perceptions of (1) traffic characteristics that make walking unsafe in the United States and (2) potential mitigation strategies to address these concerns among those who report traffic as a barrier to walking. Data were from FallStyles, a nationwide internet panel survey conducted in October 2019 (n = 3,284 adults). Respondents reported if traffic makes walking unsafe where they live; those who answered yes were then asked about traffic characteristics that make walking unsafe (number of vehicles, speed of vehicles, distracted or impaired driving, types of vehicles, and other reasons) and potential mitigation strategies (new or improved sidewalks, crosswalks, pedestrian signals, street lighting, things that slow vehicles down, separating the sidewalk from the road, fewer vehicle lanes, and other). Prevalence of responses was assessed overall and by select sociodemographic and geographic characteristics, and by walking status. Nearly 25% of US adults reported that traffic is a barrier to walking where they live. Of these, 79% selected vehicle speed as a contributing traffic characteristic, and 57% indicated new or improved sidewalks as a potential mitigation strategy. These top responses were shared across all sociodemographic, geographic, and walking behavior subgroups. Speed reduction efforts and built environment enhancements such as sidewalks may alleviate pedestrian safety concerns. Promotion campaigns may be needed to bring awareness to such changes.

Predicting Pedestrian Crashes in Texas’ Intersections and Midblock Segments

This study analyzes pedestrian crash counts at more than one million intersections and midblock segments using Texas police reports over ten years. Developing large-scale micro-level analyses is challenging due to the lack of geographic information and characterization at a statewide scale. Therefore, key contributions include methods for obtaining many points and related variables across a vast network while controlling for traffic control variables (signalized intersections), highway design details, traffic attributes, and land use information across multiple sources. The analytical framework includes a method to estimate the intersection and midblock segments’ geometry and characteristics, data processing of historical pedestrian crashes and mapping to the estimated geometry, and the development of predictive models. A negative binomial model for crash counts across the state of Texas and within the city of Austin suggests that signalized intersections, arterial roads, more lanes, narrower or non-existent medians, and wider lanes coincide with higher crash rates per vehicle-mile traveled (VMT) and per walk-mile traveled. The analysis suggests that daily VMT increases the likelihood of pedestrian crashes, and midblock segments are more vulnerable than intersections, where one standard deviation increase in VMT caused an increase in crashes at intersections and midblock sections of 52% and 187%, respectively. Furthermore, the number of intersection crashes in Austin is higher than in the rest of Texas, but the number of midblock crashes is lower. Analysis of the Austin area suggests that the central business district location is critical, with midblock crashes being more sensitive (240%) in this area than intersection (78%) crashes. Moreover, a significant inequity was found in the area: an increase of USD 41,000 in average household income leads to a reduction of 32% (intersections) and 39% (midblock) in pedestrian crash rates.

The 2019 Conference on Health and Active Transportation: Research Needs and Opportunities

Active transportation (AT) is widely viewed as an important target for increasing participation in aerobic physical activity and improving health, while simultaneously addressing pollution and climate change through reductions in motor vehicular emissions. In recent years, progress in increasing AT has stalled in some countries and, furthermore, the coronavirus (COVID-19) pandemic has created new AT opportunities while also exposing the barriers and health inequities related to AT for some populations. This paper describes the results of the December 2019 Conference on Health and Active Transportation (CHAT) which brought together leaders from the transportation and health disciplines. Attendees charted a course for the future around three themes: Reflecting on Innovative Practices, Building Strategic Institutional Relationships, and Identifying Research Needs and Opportunities. This paper focuses on conclusions of the Research Needs and Opportunities theme. We present a conceptual model derived from the conference sessions that considers how economic and systems analysis, evaluation of emerging technologies and policies, efforts to address inclusivity, disparities and equity along with renewed attention to messaging and communication could contribute to overcoming barriers to development and use of AT infrastructure. Specific research gaps concerning these themes are presented. We further discuss the relevance of these themes considering the pandemic. Renewed efforts at research, dissemination and implementation are needed to achieve the potential health and environmental benefits of AT and to preserve positive changes associated with the pandemic while mitigating negative ones.

Environmental monitoring of anthropogenic impacts and climate change: a case study from the national network of roads in Egypt

Economic development and land use/land cover (LULC) changes are deeply connected. Egypt has started the National Road Project to add 7000 km new roads to the 23.500 km existing network. The present study aimed at assessing anthropogenic impacts of the establishment and development of one of the newly developed arterial roads (Wadi Al-Natroun Al-Alamin road) on the LULC of surrounding region in relation to climate change during the period from 1986 to 2019. Using RS (remote sensing) techniques and four satellite images from 1986, 1999, 2011, and 2019, five classes were identified (vegetation, urban, water, agriculturally affected soils, and bare soils). The study area was divided based on different human activities into six areas of interest (AOIs). Results showed that massive changes have occurred during the 33-year period along the six AOIs and the five identified classes. Four climatic variables (annual mean temperature, maximum temperature of the warmest month, annual precipitation, precipitation of the wettest month) have been used to investigate climatic conditions of the study area in 1986 and 2018 and link it to the continuous development in the study area. Results showed an average increase of 2°C in annual temperature and maximum temperature of the hottest month. In contrary, a significant decrease in the annual precipitation and precipitation of the wettest month has been documented. Statistical analysis results showed significant correlations between climatic conditions and economic development along the study area. Climate change and human development stress on both natural and artificial ecosystems of the study area have been discussed, and recommended measures for sustainable development and natural resources perseveration have been provided.

Still striding toward social justice? Redirecting physical activity research in a post-COVID-19 world

The COVID-19 crisis and parallel Black Lives Matter movement have amplified longstanding systemic injustices among people of color (POC). POC have been differentially affected by COVID-19, reflecting the disproportionate burden of ongoing chronic health challenges associated with socioeconomic inequalities and unhealthy behaviors, including a lack of physical activity. Clear and well-established benefits link daily physical activity to health and well-being—physical, mental, and existential. Despite these benefits, POC face additional barriers to participation. Thus, increasing physical activity among POC requires additional considerations so that POC can receive the same opportunities to safely participate in physical activity as Americans who are White. Framed within the Ecologic Model of Physical Activity, this commentary briefly describes health disparities in COVID-19, physical activity, and chronic disease experienced by POC; outlines underlying putative mechanisms that connect these disparities; and offers potential solutions to reduce these disparities. As behavioral medicine leaders, we advocate that solutions must redirect the focus of behavioral research toward community-informed and systems solutions.

Health Impact Assessment of Transportation Projects and Policies: Living Up to Aims of Advancing Population Health and Health Equity?

Health impact assessment (HIA) is a forward-looking, evidence-based tool used to inform stakeholders and policy makers about the potential health effects of proposed projects and policies and to identify options for maximizing potential health benefits and minimizing potential harm. This review examines how health equity, a core principle of health impact assessment (HIA), has been operationalized in HIAs conducted in the United States in one sector, transportation. Two perspectives on promoting health equity appear in the broader public health research literature; one aims at reducing disparities in health determinants and outcomes in affected populations, whereas the other focuses on facilitating community participation and self-determination. Variations in how these perspectives are applied in HIA informed our typology of five ways of addressing health equity in HIA. Transportation HIAs commonly included two of these—selecting vulnerable populations for the focus of the HIA and stakeholder engagement, seen in more than 70% of the 96 HIAs reviewed. Fewer than half of the HIAs assessed current health disparities or changes in their distribution. Only 15% of HIAs addressed equity by focusing on capabilities development or empowerment. Routinely assessing and reporting how an HIA aims to address health equity might better manage expectations and could make HIA practitioners and users more conscious of how an HIA can realistically be used to advance health equity.