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Background: To advance active transport, robust policy-relevant evidence is needed to understand how to change behaviour and to support decision-making by policy makers and practitioners. Currently, however, priority research questions that are most critical for advancing active transport have not been identified. To this end, we aimed to inform an active transport research priority agenda for Australia to guide research, funding, policy making and practice to enhance active transport. Methods: We designed and conducted a novel priority setting exercise to identify and set research priorities for the advancement of active transport in Australia. The process consisted of three phases: 1) generation and collection of research questions from a diverse reference group consisting of experts and key members representing academia, government, private and not-for-profit organisations (n = 259 respondents); 2) thematic analysis and consolidation of research questions to a final list of 50 questions; and 3) prioritisation of research questions by the reference group (n = 140 respondents). Results: The top ranked questions included the evidence to support policy changes to increase active transport, identifying and overcoming community resistance to active transport infrastructure, road space re-allocation and lower urban speed limits, evidence on the needs of children, enhanced governance and funding, and improving how the benefits of active transport are best measured and communicated. Conclusions: To our knowledge, this is the first priority setting exercise in active transport globally. The identified research priorities can be used to identify new policy-relevant areas of research, contribute to the active transport research agenda in Australia and guide research funding. Focusing on these research priorities will address stakeholder and academic priorities and provide the evidence required to support the advancement of active transport in Australia. Future research could use the same approach to identify research ...

AbstractFor its size, the brain is the most metabolically active organ in the body. Most of its energy demand is used to maintain stable homeostatic physiological conditions. Altered homeostasis and active states are hallmarks of many diseases and disorders. Yet there is currently no direct and reliable method to assess homeostasis and absolute basal activity of cells in the tissue noninvasively without exogenous tracers or contrast agents. We propose a novel low-field, high-gradient diffusion exchange nuclear magnetic resonance (NMR) method capable of directly measuring cellular metabolic activity via the rate constant for water exchange across cell membranes. Exchange rates are 140±16 s−1 under normal conditions in viable ex vivo neonatal mouse spinal cords. High repeatability across samples suggest that values are absolute and intrinsic to the tissue. Using temperature and drug (ouabain) perturbations, we find that the majority of water exchange is metabolically active and coupled to active transport by the sodium–potassium pump. We show that this water exchange rate is sensitive primarily to tissue homeostasis and provides distinct functional information. In contrast, the apparent diffusion coefficient (ADC) measured with submillisecond diffusion times is sensitive primarily to tissue microstructure but not activity. Water exchange appears independently regulated from microstructural and oxygenation changes reported by ADC and T1 relaxation measurements in an oxygen–glucose deprivation model of stroke; exchange rates remain stable for 30–40 min before dropping to levels similar to the effect of ouabain and never completely recovering when oxygen and glucose are restored.

Abstract
Policy interventions to encourage the use of healthy and sustainable modes of travel to work (such as walking and cycling) have encountered varying levels of success. In areas such as Northern Ireland, and cities such as Belfast, the car remains the dominant mode for journeys to and from work. This paper explores why this is the case by examining the individual, household, and geographical factors that govern (a) changing between one census and another to walking or cycling from other transport modes; (b) changing from walking or cycling; and continuing to walk or cycle. The analysis is undertaken using the Northern Ireland Longitudinal Study (NILS), a 28% random sample of the population. The results show that walking or cycling is associated with lower-status jobs, urban locations, with no clear association with better self-reported health. In contrast, car commuting is associated with better education, health, and higher labour market status. The analysis shows that policies to encourage the use of more sustainable and less polluting transport face formidable barriers from status perceptions, time budgets, and the geographical contexts of Northern Ireland and Belfast.

peer-reviewed ; Background: Despite national-level initiatives to encourage active transport (AT) in New Zealand since 2005, rates of AT have continued to decline in most parts of the country, with negative impacts on health and the environment. This article describes the development of key policy recommendations for increasing AT in New Zealand. The goal was to establish a cohesive set of priority recommendations to inform AT decision-making in central and local government, district health boards, public health units and regional sports trusts in New Zealand. Project description: The development of policy recommendations was a planned outcome of multisectoral discussions held at The Active Living and Environment Symposium (TALES; Dunedin, New Zealand; February 2019). A ten-member working group consisting of TALES symposium delegates working in academia, industry and non-governmental organisations led the development of the recommendations. Symposium delegates contributed their expertise to draft recommendations and reports prior to, during and after the symposium. Importance and feasibility of each recommended action were independently evaluated by working group members. The final set of 13 policy recommendations (and 39 associated actions) included: making a national-level commitment to change; establishing a nationally coordinated and funded programme of education and promotion of AT; making a commitment to design cities for people, not cars; and developing a regulatory system that encourages AT. The report aligns with the current New Zealand government's increased focus on wellbeing, walking, cycling, public transport and the Vision Zero approach. A final report was officially launched in April 2019 with presentations to stakeholders April-May 2019. Conclusions: This cross-sector effort resulted in a report with a set of recommendations designed to stimulate the development of a new AT strategy for New Zealand; prompt setting of targets and

The aim of this study was to identify a best practice method to cost the health benefits of active transport for use in infrastructure planning in New South Wales, Australia. We systematically reviewed the international literature covering the concept areas of active transport and cost and health benefits. Original publications describing a method to cost the health benefits of active transport, published in 2000–2019 were included. Studies meeting the inclusion criteria were assessed against criteria identified in interviews with key government stakeholders. A total of 2993 studies were identified, 53 were assessed for eligibility, and 19 were included in the review. The most commonly studied active transport modes were cycling (n = 8) and walking and cycling (n = 6). Exposures considered were physical activity, road transport related injuries and air pollution. The most often applied economic evaluation method was cost benefit analysis (n = 8), and costs were commonly calculated by monetising health outcomes. Based on evaluation of models against the criteria, a Multistate Life Table model was recommended as the best method currently available. There is strong and increasing interest in quantifying and costing the health benefits of active transport internationally. Incorporating health-related economic benefits into existing regulatory processes such as cost benefit analyses could provide an effective way to encourage the non-health sector to include health impacts in infrastructure measures.

The aim of this study was to identify a best practice method to cost the health benefits of active transport for use in infrastructure planning in New South Wales, Australia. We systematically reviewed the international literature covering the concept areas of active transport and cost and health benefits. Original publications describing a method to cost the health benefits of active transport, published in 2000–2019 were included. Studies meeting the inclusion criteria were assessed against criteria identified in interviews with key government stakeholders. A total of 2993 studies were identified, 53 were assessed for eligibility, and 19 were included in the review. The most commonly studied active transport modes were cycling (n = 8) and walking and cycling (n = 6). Exposures considered were physical activity, road transport related injuries and air pollution. The most often applied economic evaluation method was cost benefit analysis (n = 8), and costs were commonly calculated by monetising health outcomes. Based on evaluation of models against the criteria, a Multistate Life Table model was recommended as the best method currently available. There is strong and increasing interest in quantifying and costing the health benefits of active transport internationally. Incorporating health-related economic benefits into existing regulatory processes such as cost benefit analyses could provide an effective way to encourage the non-health sector to include health impacts in infrastructure measures.

In China, a centralized planning culture has created similar neighborhoods across the country. Using a survey of 1,048 individuals conducted in 2016 in Chengdu—located in a carefully conceptualized typology of neighborhood forms—we analyzed the associations between individual and neighborhood characteristics and active or nonmotorized transport behavior. Using several multiple logistic and multilevel models, we show how neighborhoods were categorized and how the number of categories or neighborhood types affected the magnitude of the associations with active transport but not the direction. People taking non-work trips were more likely to use active compared with motorized modes in all neighborhood types. Neighborhood type was significant in models but so too were many other individual-level variables and infrastructural and locational features such as bike lanes and location near the river. Of the 3-D physical environment variables, floor area ratio (a proxy for density) was only significant in one model for nonwork trips. Intersection density and dissimilarity (land-use diversity) were only significant in a model for work trips. This study shows that to develop strong theories about the connections between active transport and environments, it is important to examine different physical and cultural contexts and perform sensitivity analyses. Research in different parts of China can help provide a more substantial base for evidence-informed policymaking. Planning and design recommendations were made related to active transport need to consider how neighborhoods, built environments, and personal characteristics interact in different kinds of urban environments.