Herbicide use is increasing worldwide both in agriculture and private gardens. However, our knowledge of potential side-effects on non-target soil organisms, even on such eminent ones as earthworms, is still very scarce. In a greenhouse experiment, we assessed the impact of the most widely used glyphosate-based herbicide Roundup on two earthworm species with different feeding strategies. We demonstrate, that the surface casting activity of vertically burrowing earthworms (Lumbricus terrestris) almost ceased three weeks after herbicide application, while the activity of soil dwelling earthworms (Aporrectodea caliginosa) was not affected. Reproduction of the soil dwellers was reduced by 56% within three months after herbicide application. Herbicide application led to increased soil concentrations of nitrate by 1592% and phosphate by 127%, pointing to potential risks for nutrient leaching into streams, lakes, or groundwater aquifers. These sizeable herbicide-induced impacts on agroecosystems are particularly worrisome because these herbicides have been globally used for decades.
We conducted a health impact assessment (HIA) of cycling network expansions in seven European cities. We modeled the association between cycling network length and cycling mode share and estimated health impacts of the expansion of cycling networks. First, we performed a non-linear least square regression to assess the relationship between cycling network length and cycling mode share for 167 European cities. Second, we conducted a quantitative HIA for the seven cities of different scenarios (S) assessing how an expansion of the cycling network [i.e. 10% (S1); 50% (S2); 100% (S3), and all-streets (S4)] would lead to an increase in cycling mode share and estimated mortality impacts thereof. We quantified mortality impacts for changes in physical activity, air pollution and traffic incidents. Third, we conducted a cost-benefit analysis. The cycling network length was associated with a cycling mode share of up to 24.7% in European cities. The all-streets scenario (S4) produced greatest benefits through increases in cycling for London with 1,210 premature deaths (95% CI: 447-1,972) avoidable annually, followed by Rome (433; 95% CI: 170-695), Barcelona (248; 95% CI: 86-410), Vienna (146; 95% CI: 40-252), Zurich (58; 95% CI: 16-100) and Antwerp (7; 95% CI: 3-11). The largest cost-benefit ratios were found for the 10% increase in cycling networks (S1). If all 167 European cities achieved a cycling mode share of 24.7% over 10,000 premature deaths could be avoided annually. In European cities, expansions of cycling networks were associated with increases in cycling and estimated to provide health and economic benefits.
Active travel (walking or cycling for transport) is considered the most sustainable form of personal transport. Yet its net effects on mobilityrelated CO 2 emissions are complex and under-researched. Here we collected travel activity data in seven European cities and derived life cycle CO 2 emissions across modes and purposes. Daily mobility-related life cycle CO 2 emissions were 3.2 kgCO 2 per person, with car travel contributing 70% and cycling 1%. Cyclists had 84% lower life cycle CO 2 emissions than non-cyclists. Life cycle CO 2 emissions decreased by-14% per additional cycling trip and decreased by-62% for each avoided car trip. An average person who 'shifted travel modes' from car to bike decreased life cycle CO 2 emissions by 3.2 kgCO 2 /day. Promoting active travel should be a cornerstone of strategies to meet net zero carbon targets, particularly in urban areas, while also improving public health and quality of urban life.
BackgroundPhysical inactivity is one of the leading risk factors for non-communicable diseases, yet many are not sufficiently active. The Physical Activity through Sustainable Transport Approaches (PASTA) study aims to better understand active mobility (walking and cycling for transport solely or in combination with public transport) as an innovative approach to integrate physical activity into individuals’ everyday lives. The PASTA study will collect data of multiple cities in a longitudinal cohort design to study correlates of active mobility, its effect on overall physical activity, crash risk and exposure to traffic-related air pollution.Methods/DesignA set of online questionnaires incorporating gold standard approaches from the physical activity and transport fields have been developed, piloted and are now being deployed in a longitudinal study in seven European cities (Antwerp, Barcelona, London, Oerebro, Rome, Vienna, Zurich). In total, 14000 adults are being recruited (2000 in each city). A first questionnaire collects baseline information; follow-up questionnaires sent every 13 days collect prospective data on travel behaviour, levels of physical activity and traffic safety incidents. Self-reported data will be validated with objective data in subsamples using conventional and novel methods. Accelerometers, GPS and tracking apps record routes and activity. Air pollution and physical activity are measured to study their combined effects on health biomarkers. Exposure-adjusted crash risks will be calculated for active modes, and crash location audits are performed to study the role of the built environment. Ethics committees in all seven cities have given independent approval for the study.DiscussionThe PASTA study collects a wealth of subjective and objective data on active mobility and physical activity. This will allow the investigation of numerous correlates of active mobility and physical activity using a data set that advances previous efforts in its richness, geographical coverage and comprehensiveness. Results will inform new health impact assessment models and support efforts to promote and facilitate active mobility in cities.Electronic supplementary materialThe online version of this article (doi:10.1186/s12889-015-2453-3) contains supplementary material, which is available to authorized users.
Active travel (walking or cycling for transport) is generally good for health, the environment and the economy. Yet the net effects of changes in active travel on changes in mobility-related CO 2 emissions are complex and under-researched. Here we collected longitudinal data on daily travel behavior, mode choice, as well as personal and geospatial characteristics in seven European cities and derived mobility-related lifecycle CO 2 emissions from daily travel activity over time and space. Fixed-and mixed-effects modelling of longitudinal panel data (n=1849) was performed to assess the associations between changes in lifecycle CO 2 emissions and changes in transport mode use (primary exposure), main mode of travel, and cycling frequency (secondary exposures). Daily mobility-related lifecycle CO 2 emissions were 2.8 kgCO 2 per person at baseline, with car travel contributing 69% and cycling 1%. At follow-up, mobility-related lifecycle CO 2 emissions were-0.52 (95%CI-0.82 to-0.21) kgCO 2 /day lower per additional cycling trip,-0.41 (95%CI-0.69 to-0.12) kgCO 2 /day lower per additional walking trip, and-2.11 (95%CI-1.78 to-2.43) kgCO 2 /day lower per 'avoided' car trip. An average person cycling 1 trip/day more and driving 1 trip/day less for 200 days a year would decrease mobility-related lifecycle CO 2 emissions by about 0.5 tonnes over a year. Those who changed from 'not cycling' to 'cycling' decreased daily CO 2 emissions by-2.54 (95%CI-3.90 to-1.17) kgCO 2 /day. Mobilityrelated CO 2 emissions decreased by-9.28 (95%CI-11.46 to-7.11) kg/day for those who changed their 'main mode' from car, van or motorbike to active travel. Extensive sensitivity analyses by city, journey purpose and key personal characteristics largely con rmed our results. Active travel is shown to substitute for motorized travel, with signi cant climate change mitigation effects. Even if not all car trips could be substituted by active travel the potential for decreasing emissions is considerable and signi cant. Investing in and promoting active travel should therefore be a cornerstone of strategies to meet net zero carbon targets, particularly in urban areas, while also improving public health and quality of urban life. 'objective' built environment characteristics included here were (see Gascon et al., 2019 for how these
Similarity of findings across cities suggested that active transport, especially bicycle use, should be encouraged to improve population health and social outcomes.
IntroductionOnly one-third of the European population meets the minimum recommended levels of physical activity (PA). Physical inactivity is a major risk factor for non-communicable diseases. Walking and cycling for transport (active mobility, AM) are well suited to provide regular PA. The European research project Physical Activity through Sustainable Transport Approaches (PASTA) pursues the following aims: (1) to investigate correlates and interrelations of AM, PA, air pollution and crash risk; (2) to evaluate the effectiveness of selected interventions to promote AM; (3) to improve health impact assessment (HIA) of AM; (4) to foster the exchange between the disciplines of public health and transport planning, and between research and practice.Methods and analysisPASTA pursues a mixed-method and multilevel approach that is consistently applied in seven case study cities. Determinants of AM and the evaluation of measures to increase AM are investigated through a large scale longitudinal survey, with overall 14 000 respondents participating in Antwerp, Barcelona, London, Örebro, Rome, Vienna and Zurich. Contextual factors are systematically gathered in each city. PASTA generates empirical findings to improve HIA for AM, for example, with estimates of crash risks, factors on AM-PA substitution and carbon emissions savings from mode shifts. Findings from PASTA will inform WHO's online Health Economic Assessment Tool on the health benefits from cycling and/or walking. The study's wide scope, the combination of qualitative and quantitative methods and health and transport methods, the innovative survey design, the general and city-specific analyses, and the transdisciplinary composition of the consortium and the wider network of partners promise highly relevant insights for research and practice.Ethics and disseminationEthics approval has been obtained by the local ethics committees in the countries where the work is being conducted, and sent to the European Commission before the start of the survey. The PASTA website (http://www.pastaproject.eu) is at the core of all communication and dissemination activities.
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