Background: Detection of a retrovirus, xenotropic murine leukaemia virus-related virus (XMRV), has recently been reported in 67% of patients with chronic fatigue syndrome. We have studied a total of 170 samples from chronic fatigue syndrome patients from two UK cohorts and 395 controls for evidence of XMRV infection by looking either for the presence of viral nucleic acids using quantitative PCR (limit of detection <16 viral copies) or for the presence of serological responses using a virus neutralisation assay. Results: We have not identified XMRV DNA in any samples by PCR (0/299). Some serum samples showed XMRV neutralising activity (26/565) but only one of these positive sera came from a CFS patient. Most of the positive sera were also able to neutralise MLV particles pseudotyped with envelope proteins from other viruses, including vesicular stomatitis virus, indicating significant cross-reactivity in serological responses. Four positive samples were specific for XMRV. Conclusions: No association between XMRV infection and CFS was observed in the samples tested, either by PCR or serological methodologies. The non-specific neutralisation observed in multiple serum samples suggests that it is unlikely that these responses were elicited by XMRV and highlights the danger of over-estimating XMRV frequency based on serological assays. In spite of this, we believe that the detection of neutralising activity that did not inhibit VSV-G pseudotyped MLV in at least four human serum samples indicates that XMRV infection may occur in the general population, although with currently uncertain outcomes.

Active travel (walking and cycling) is beneficial for people’s health and has many co-benefits, such as reducing motor vehicle congestion and pollution in urban areas. There have been few robust evaluations of active travel, and very few studies have valued health and emissions outcomes. The ACTIVE before-and-after quasi-experimental study estimated the net benefits of health and other outcomes from New Zealand’s Model Communities Programme using an empirical analysis comparing two intervention cities with two control cities. The Programme funded investment in cycle paths, other walking and cycling facilities, cycle parking, ‘shared spaces’, media campaigns and events, such as ‘Share the Road’, and cycle-skills training. Using the modified Integrated Transport and Health Impacts Model, the Programme’s net economic benefits were estimated from the changes in use of active travel modes. Annual benefits for health in the intervention cities were estimated at 34.4 disability-adjusted life years (DALYs) and two lives saved due to reductions in cardiac disease, diabetes, cancer, and respiratory disease. Reductions in transport-related carbon emissions were also estimated and valued. Using a discount rate of 3.5%, the estimated benefit/cost ratio was 11:1 and was robust to sensitivity testing. It is concluded that when concerted investment is made in active travel in a city, there is likely to be a measurable, positive return on investment.

The transport system influences everyone’s wellbeing on a daily basis. These impacts are both positive and negative and are borne directly and indirectly at a range of spatial and temporal scales and across different groups in society. Furthermore, they are often distributed unfairly and the people who are least able to use transport networks frequently bear the greatest costs. People also have various transport needs and these needs change throughout their lives. Due to these complexities, there is no straightforward answer as to how we should provide transport fairly. Policies and actions to decarbonise the transport system are urgently needed, but their equity effects are also important. We give a brief overview of distributive justice and equity in transport literature. We then develop a conceptual framework of distributive justice and a set of four principles to guide the application of the framework to transport policy. We then apply these to recent transport policies in Aotearoa/New Zealand, a country that shares common features with most highly motorised countries. We apply the Capabilities Approach to transport policy in a novel way that conceptualises transport policy as a social conversion factor which influences people’s ability to convert resources and opportunities into the things (‘beings and doings’) that they have reason to value. The consideration of transport policy as a conversion factor, rather than focusing on a specific capability, emphasises the role of transport policy as a promoter of a wide range of capabilities and highlights the inequitable distribution of positive and negative effects on people’s health and wellbeing. It also illuminates issues of power structures and procedural fairness in transport policy that are otherwise not covered by distributive justice approaches. Taking a broader view of distributive justice theory in transport provides a clearer picture of the impacts of transport on wellbeing and provides theory-based guidance on the actions to improve transport justice that can be readily integrated into existing policy institutions.

The resilience of cities in response to natural disasters and long-term climate change has emerged as a focus of academic and policy attention. In particular, how to understand the interconnectedness of urban and natural systems is a key issue. This paper introduces an urban model that can be used to evaluate city resilience outcomes under different policy scenarios. The model is the Wellington Integrated Land Use-Transport-Environment Model (WILUTE). It considers the city (i.e., Wellington) as a complex system characterized by interactions between a variety of internal urban processes (social, economic and physical) and the natural environment. It is focused on exploring the dynamic relations between human activities (the geographic distribution of housing and employment, infrastructure layout, traffic flows and energy consumption), environmental effects (carbon emissions, influences on local natural and ecological systems) and potential natural disasters (e.g., inundation due to sea level rise and storm events) faced under different policy scenarios. The model gives insights that are potentially useful for policy to enhance the city’s resilience, by modelling outcomes, such as the potential for reduction in transportation energy use, and changes in the vulnerability of the city’s housing stock and transport system to sea level rise.

This paper reflects on the influences and outcomes of He Kāinga Oranga/Housing and Health Research Programme over 25 years, and their impact on housing and health policy in Aotearoa and internationally. Working in partnership particularly with Māori and Pasifika communities, we have conducted randomised control trials which have shown the health and broad co‐benefits of retrofitted insulation, heating and remediation of home hazards, which have underpinned government policy in the Warm Up NZ‐Heat Smart programme and the Healthy Homes Standards for rental housing. These trials have been included as evidence in the WHO Housing and Health Guidelines and led to our designation as a WHO Collaborating Centre on Housing and Wellbeing. We are increasingly explicitly weaving Māori frameworks, values and processes with traditional Western science.