Tag Archive: health

  1. Research reveals that riding an e-scooter is a light-intensity physical activity

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    Source: Journal of Transport & Health

    E-scooters are outpacing cars but fall short of walking for exercise intensity.

    A recent study sheds light on the physical activity benefits of e-scooters, an increasingly popular form of micromobility. Researchers evaluated the metabolic energy expenditure and muscle activation of riding e-scooters compared to walking and driving. The findings suggest that while e-scooters provide light physical activity, they fall short of the moderate physical activity associated with walking.

    Methodology

    The study involved 20 participants aged 21–41 in a controlled crossover experiment. Researchers measured metabolic physical activity in METs (Metabolic Equivalent of Task) during a fixed course and assessed muscle activation during typical maneuvers. MET values, often used to quantify energy expenditure over time, were compared across e-scooter riding, walking, and driving.

    Key findings

    • Energy expenditure: Riding an e-scooter generated an energy expenditure of 2.14 METs, which is classified as light physical activity. This level was significantly higher than driving a car (1.42 METs) but lower than walking (3.12 METs).
    • Muscle activation: E-scooter use resulted in greater muscle activation in the arms and trunk than both driving and walking, with higher engagement across all muscle groups compared to driving.
    • Activity intensity: While driving is sedentary, e-scooters offer a light-intensity alternative, and walking remains a moderate-intensity activity.

    Implications

    The study highlights that e-scooters can contribute to physical activity when replacing sedentary modes of travel like driving. However, replacing walking with e-scooter use could reduce overall transportation-related physical activity. The findings suggest a nuanced approach to integrating e-scooters into urban mobility strategies, balancing convenience and health benefits.

    As cities continue to promote micromobility, the physical activity impacts of e-scooters provide an important consideration for sustainable and health-conscious transportation planning.

  2. Fossil fuels favoured over air quality subsidies

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    Source: Euractiv Pro and Clean Air Fund.

    The NGO Clean Air Fund reports that, on a global scale, governments are allocating more funds to fossil fuel subsidies than to air quality improvements

    According to the report, governments directed nearly $5.4 billion (€4.9 billion) in overseas development aid toward fossil fuel projects in 2022, compared to just $4.7 billion (€4.3 billion) for air quality enhancement. While international development funding for fossil fuel projects rose by 350% in one year, air quality recieved less than 1% of development funding.

    Poor air quality carries significant costs. The World Bank estimates that the health expenses related to air pollution amount to 6.1% of the global GDP.

    The Clean Air Fund also highlights that over half of the 8.3 million annual deaths linked to outdoor air pollution are attributed to fossil fuel emissions.

  3. Air quality in Europe continues to improve, but many areas remain unsafe due to pollution

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    Source: European Environmental Agency

    Air quality in Europe has shown significant improvement over the recent decades; however, it remains a prominent environmental health concern both in Europe and globally. The latest analysis by the European Environment Agency (EEA) on air quality data from 2022 and 2023 reveals ongoing improvements in Europe’s air quality, yet many regions, particularly urban areas, still exceed recommended safety levels for pollution.

    The EEA’s briefing ‘Europe’s Air Quality Status 2024‘ delves into the concentrations of key air pollutants across Europe in 2022 and 2023, comparing them against both EU air quality standards and World Health Organization (WHO) guidelines. While 2022 data are finalized and validated, the 2023 analysis is based on provisional data.

    Although Europe’s air quality is improving, the EEA’s analysis indicates that EU standards are still unmet in various parts of Europe. In 2022, only 2% of monitoring stations across Europe recorded fine particulate concentrations exceeding the EU annual limit value. However, nearly all Europeans (96%) who live in cities are exposed to levels of fine particulate matter (PM2.5) that are above WHO guideline levels.

    Fine particulate matter is the primary air pollutant causing adverse health effects throughout Europe, originating predominantly from solid fuel use in domestic heating, industrial processes, and road transportation.

    The EEA briefing underscores significant disparities between countries and regions, with central and eastern Europe exhibiting higher pollution levels. In 2022, only Iceland maintained fine particulate concentrations below WHO guideline levels, while three EU Member States—Croatia, Italy, and Poland—recorded concentrations surpassing EU limits.

    Aligned with the European Green Deal, the zero pollution action plan aims to reduce premature deaths caused fine particulate matter by at least 55% by 2030, compared to 2005 levels, with a broader objective of eliminating significant health impacts by 2050. Recent EU institutional agreements seek to update ambient air quality directives, aiming to align EU standards more closely with WHO guidelines and advance the objectives of the zero pollution action plan.

    The EEA’s briefing marks the initial analysis in the ‘Air Quality in Europe 2024’ series, with subsequent briefings planned on air pollutant emissions and the impacts of air pollution on ecosystems and human health, including estimates of associated deaths and illnesses.

  4. Lisbon excludes cars from driving through the city centre

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    Source: Bloomberg

    Lisbon has become the latest European city to put a plan in place banning through-traffic. The Portuguese downtown capital has implemented the scheme on a temporary three-month basis for now, beginning on April 26th. Cars will be able to drive into the heart of the city but not through it, with a larger exclusion zone barring vehicles over 3.5 metric tones between 8am and 5pm. Only public transport will be exempt from the directive.

    In place of their journey through the city centre, cars will instead be ushered onto a semi-circular road network resembling a ring road. The scheme is expected to significantly reduce the amount of traffic through the historic heart of the city, while not causing major disruption for those vehicles visiting with a purpose. Some trepidation and a significant amount of cloaking accompanied the decision, one that Lisbon Deputy Mayor for Mobility Anacoreta Correia stressed, “is dynamic, it does not have an end in sight and will change as the completion of the works progresses.”

    It’s believed that the scheme will be recognised by even the most devoted of car owners who currently use the city on their journeys. Central Lisbon has some engineering and construction works scheduled for this summer that include two new metro stations, storm drains to aid in flooding along the city’s waterfront, sewerage repairs, and road resurfacing. Traffic passing through the city would only add to the disruption that is already expected.

    Although deemed to be temporary, the three-month trial has ignited some discussion in the city, with many proposing that some of the directives remain permanent, in particular the ban on daytime heavy goods vehicles.

    A number of Portuguese transit experts have concluded that the plan will aid the 2030 carbon neutrality target, implemented by Lisbon Mayor Carlos Moedas in his previous role as European Union Commissioner for Research, Science and Innovation. Lisbon is one of 122 cities that have made the climate pledge, and Paris and Amsterdam are already taking measures to bar inner city through-traffic. London’s congestion charge was a precursor for such changes that are commonly gaining support and shaping the future.

  5. Air pollution exceeds WHO limits across EU and UK capital cities

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    Source: Euractiv, V. Romano

    Although NO2 emissions are on the decline, the CREA reports levels above guidelines issued by the World Health Organisation.

    Nitrogen Dioxide (NO2) is commonly released from combustion engine vehicles, amongst other sources. When inhaled, the gas can have harmful impacts on the individual – new research has shown concentrations of NO2 to be exceeding WHO limits in all EU27 and UK capital cities.

    In 2020, the road transportation sector was the main source of NO2 emissions, contributing approximately 37%. In urban areas, theses emissions have the largest impact, with additional traffic and dense populations multiplying human exposure to pollutants.

    Erika Uusivuori, Europe Analyst at The Centre for Research on Energy and Clean Air (CREA) and co-author of the briefing shared, “This week, the European Parliament has approved the 2035 ban on sales of new fossil fuel cars. However, NO2 concentration levels and the resulting health impacts in European cities remain too high,”

    “Lawmakers need to find more solutions to reduce transport-related emissions, and other highly emitting sources, such as power generation, need to be addressed immediately, too,” she added.

    The capital cities with the lowest levels of NO2 pollution were Tallinn (Estonia) and Stockholm (Sweden), while Athens (Greece) and Bucharest (Romania) were the worst emitters.

  6. Close to a third of cyclists in the Netherlands are using e-bikes

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    Source: Fietsberaad.nl

    The capital of cycling is going electric! Almost 30% of riders in the Netherlands now use an electric bike, with older age groups showing an even higher uptake near 50%

    New research from the Dutch National Institute for Public Health and the Environment (RIVM) has revealed the growing use of e-bikes amongst the Netherlands’ population (n = 7,000). Almost a quarter of cyclists (23%) exclusively use e-bikes, with an additional 6% using both an electric bicycle and a non-electric bicycle.

    Of participants, the primary reason for making the shift to assisted riding was ‘to make cycling easier’ (70%). In particular, older individuals, individuals with a disability, and individuals who do not live an active lifestyle gave this answer. In the age bracket of 12-17, 60% of respondents gave an alternate answer, the desire to ‘cycle faster!’

    Both the electric bicycle and the non-electric bicycle are most often used for visiting shops, friends or other destinations. Followed by ‘bicycle rides’, ‘commuting’, ‘sports’ and ‘cycling to and from school’. Of these rides, e-bikes are more often used for longer-distance rides (10-20km).

  7. Cycling-related facial injuries do not vary between e-bikes and conventional bicycles

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    Source: Fietsberaad.nl

    As the usage of both e-bikes and conventional bikes increases, so does the number of bicycle-related injuries. New research explores whether e-bikes hold a larger share of facial injuries after an incident.

    Researchers at the Groningen University Medical Centre explored the nature of cycling-related facial injuries (maxillofacial fractures) and whether there are differences between those experienced by e-bike users or regular cyclists. The recently released paper will assist in emergency room injury treatment.

    311 patients were examined across 4 hospitals for the presence and severity of injury between May 2018 and October 2012. Of these patients, 73 were riders of e-bikes, and a range of other factors such as age and alcohol consumption were taken into consideration. In the sample, it appeared that e-bike riders more often suffered fractures to the centre of the face, while jaw fractures and serious dental injuries were more common for conventional cyclists.

    However, when results were corrected in line with additional factors, the conclusion was that patient-specific characteristics, such as age, alcohol use, and comorbidities (the simultaneous presence of two or more medical conditions), may have a greater influence on a rider sustaining maxillofacial fractures than the type of bicycle ridden.

    Based on the results, the researchers see reason to promote the use of bicycle helmets among the elderly and vulnerable cyclists, because it has been proven that their use reduces head injuries and has a protective effect against facial injuries and fractures.

  8. Research: The effect of e-biking on older adults’ health and lifestyle

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    Source: Transportation Research Part A: Policy and Practice

    In the first prospective observational study on this topic, researchers aimed to examine the effects of starting to e-bike on total and conventional biking frequencies, walking for transport, self-rated health, functionality, and life space area.

    The key observation found by researchers was a large increase in total biking frequency amongst those that started e-biking, while frequencies decreased in those who did e-bike at both time points, did not e-bike at both time points, and stopped e-biking. Conventional biking frequency decreased in all groups.

    No effects were observed on walking for transport, self-rated health, and life space area. Functionality tended to decrease in all groups, except among those who stopped e-biking for whom no change in functionality was observed.

    The conclusion reached is that e-bikes offer older adults the possibility to increase their biking levels and potentially extend their life on a bike.

    Find the full research article via Science Direct, here.

  9. Slovenia beach town benefits from bicycle ambulances

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    Source: TheMayorEU, T.V. Iolov

    Paramedics on two wheels offer healthcare with improved flexibility, mobility, and speed in some scenarios

    For the past four years, residents and visitors to Izola, a small coastal city in Slovenia, have benefitted from a unique service – paramedics on bicycles. Initially, the idea came about when considering the best way to deliver first-aid services to participants of the Istrian Marathon, which was hosted in the city.

    Igor Crnić from the Izola Health Center explained for Radio Slovenia how the idea was born: “When we realized that the paramedics have to follow (the race participants) even where the ambulance cannot, and that they have to get to the scene of the accident as quickly as possible so that the injured or accident victim can more easily wait for the ambulance.”

    Now implemented during other peak times following the scheme’s success, this service highlights the advantages and adaptability of alternative transportation methods to motorized vehicles – particularly in narrow or crowded spaces. Today, first-aiders ride specialized e-bikes, fully equipped with the necessary equipment and adapted for unpaved path riding.

    The paramedics on bicycles are on site every weekend in the summer and during holidays between 9 a.m. and 5 p.m. They are connected to the dispatch center, which is aware of their location at all times and, if necessary, will call them in to intervene. Last summer saw 26 interventions by bike-riding paramedics.

    The most common cases were of sudden weakness and injuries, which can be treated directly on the ground. Thus, the emergency medical aid system elsewhere is somewhat relieved, says Crnić, who is satisfied that the project is no longer dependent on volunteer work: “The Municipality of Izola pays the Health Centre Izola, which, according to the contract, pays the rescuers who perform the work. But we’ll see how it goes in the future.”