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Background Asthma is the most common chronic disease in children. Traffic-related air pollution (TRAP) may be an important exposure contributing to its development. In the UK, Bradford is a deprived city suffering from childhood asthma rates higher than national and regional averages and TRAP is of particular concern to the local communities. Aims We estimated the burden of childhood asthma attributable to air pollution and specifically TRAP in Bradford. Air pollution exposures were estimated using a newly developed full-chain exposure assessment model and an existing land-use regression model (LUR). Methods We estimated childhood population exposure to NO x and, by conversion, NO 2 at the smallest census area level using a newly developed full-chain model knitting together distinct traffic (SATURN), vehicle emission (COPERT) and atmospheric dispersion (ADMS-Urban) models. We compared these estimates with measurements and estimates from ESCAPE's LUR model. Using the UK incidence rate for childhood asthma, meta-analytical exposure-response functions, and estimates from the two exposure models, we estimated annual number of asthma cases attributable to NO 2 and NO x in Bradford, and annual number of asthma cases specifically attributable to traffic. Results The annual average census tract levels of NO 2 and NO x estimated using the full-chain model were 15.41 and 25.68 μg/m 3 , respectively. On average, 2.75 μg/m 3 NO 2 and 4.59 μg/m 3 NO x were specifically contributed by traffic, without minor roads and cold starts. The annual average census tract levels of NO 2 and NO x estimated using the LUR model were 21.93 and 35.60 μg/m 3 , respectively. The results indicated that up to 687 (or 38% of all) annual childhood asthma cases in Bradford may be attributable to air pollution. Up to 109 cases (6%) and 219 cases (12%) may be specifically attributable to TRAP, with and without minor roads and cold starts, respectively. Conclusions This is the first study undertaking full-chain health impact assessment of TRAP and childhood asthma in a disadvantaged population with public concern about TRAP. It further adds to scarce literature exploring the impact of different exposure assessments. In conservative estimates, air pollution and TRAP are estimated to cause a large, but largely preventable, childhood asthma burden. Future progress with childhood asthma requires a move beyond the prevalent disease control-based approach toward asthma prevention. [ABSTRACT FROM AUTHOR]

Urban areas are hot spots for human exposure to air pollution, which originates in large part from traffic. As the urban population continues to grow, a greater number of people risk exposure to traffic-related air pollution (TRAP) and its adverse, costly health effects. In many cities, there is a need and scope for air quality improvements through targeted policy interventions, which continue to grow including rapidly changing technologies. This systematic evidence map (SEM) examines and characterizes peer-reviewed evidence on urban-level policy interventions aimed at reducing traffic emissions and/or TRAP from on-road mobile sources, thus potentially reducing human exposures and adverse health effects and producing various co-benefits. This SEM follows a previously peer-reviewed and published protocol with minor deviations, explicitly outlined here. Articles indexed in Public Affairs Index, TRID, Medline and Embase were searched, limited to English, published between January 1, 2000, and June 1, 2020. Covidence was used to screen articles based on previously developed eligibility criteria. Data for included articles was extracted and manually documented into an Excel database. Data visualizations were created in Tableau. We identified 7528 unique articles from database searches and included 376 unique articles in the final SEM. There were 58 unique policy interventions, and a total of 1,139 unique policy scenarios, comprising these interventions and different combinations thereof. The policy interventions fell under 6 overarching policy categories: 1) pricing, 2) land use, 3) infrastructure, 4) behavioral, 5) technology, and 6) management, standards, and services, with the latter being the most studied. For geographic location, 463 policy scenarios were studied in Europe, followed by 355 in Asia, 206 in North America, 57 in South America, 10 in Africa, and 7 in Australia. Alternative fuel technology was the most frequently studied intervention (271 times), followed by vehicle emission regulation (134 times). The least frequently studied interventions were vehicle ownership taxes, and studded tire regulations, studied once each. A mere 3 % of studies addressed all elements of the full-chain—traffic emissions, TRAP, exposures, and health. The evidence recorded for each unique policy scenario is hosted in an open-access, query-able Excel database, and a complementary interactive visualization tool. We showcase how users can find more about the effectiveness of the 1,139 included policy scenarios in reducing, increasing, having mixed or no effect on traffic emissions and/or TRAP. This is the first peer-reviewed SEM to compile international evidence on urban-level policy interventions to reduce traffic emissions and/or TRAP in the context of human exposure and health effects. We also documented reported enablers, barriers, and co-benefits. The open-access Excel database and interactive visualization tool can be valuable resources for practitioners, policymakers, and researchers. Future updates to this work are recommended. Sanchez, K.A., Foster, M., Nieuwenhuijsen, M.J., May, A.D., Ramani, T., Zietsman, J. and Khreis, H., 2020. Urban policy interventions to reduce traffic emissions and traffic-related air pollution: Protocol for a systematic evidence map. Environment international, 142, p.105826. [ABSTRACT FROM AUTHOR]

Introduction Urban and transport planning have large impacts on public health, but these are generally not explicitly considered and/or quantified, partly because there are no comprehensive models, methods and tools readily available. Air pollution, noise, temperature, green space, motor vehicle crashes and physical activity are important pathways linking urban and transport planning and public health. For policy decision-making, it is important to understand and be able to quantify the full-chain from source through pathways to health effects and impacts to substantiate and effectively target actions. In this paper, we aim to provide an overview of recent studies on the health impacts related to urban and transport planning in cities, describe the need for novel participatory quantitative health impact assessments (HIA) and provide recommendations. Method To devise our searches and narrative, we were guided by a recent conceptual framework linking urban and transport planning, environmental exposures, behaviour and health. We searched PubMed, Web of Science, Science Direct, and references from relevant articles in English language from January 1, 1980, to November 1, 2016, using pre-defined search terms. Results The number of HIA studies is increasing rapidly, but there is lack of participatory integrated and full-chain HIA models, methods and tools. These should be based on the use of a systemic multidisciplinary/multisectorial approach and state-of-the-art methods to address questions such as what are the best, most feasible and needed urban and transport planning policy measures to improve public health in cities? Active citizen support and new forms of communication between experts and citizens and the involvement of all major stakeholders are crucial to find and successfully implement health promoting policy measures. Conclusion We provided an overview of the current state-of-the art of HIA in cities and made recommendations for further work. The process on how to get there is as important and will provide answers to many crucial questions on e.g. how different disciplines can effectively work together, how to incorporate citizen and stakeholder opinion into quantitative HIA modelling for urban and transport planning, how different modelling and measurement methods can be effectively integrated, and whether a public health approach can bring about positive changes in urban and transport planning. [ABSTRACT FROM AUTHOR]

Background and objective The question of whether children's exposure to traffic-related air pollution (TRAP) contributes to their development of asthma is unresolved. We conducted a systematic review and performed meta-analyses to analyze the association between TRAP and asthma development in childhood. Data sources We systematically reviewed epidemiological studies published until 8 September 2016 and available in the Embase, Ovid MEDLINE (R), and Transport databases. Study eligibility criteria, participants, and interventions We included studies that examined the association between children's exposure to TRAP metrics and their risk of ‘ asthma’ incidence or lifetime prevalence, from birth to age 18 years old. Study appraisal and synthesis methods We extracted key characteristics of each included study using a predefined data items template and these were tabulated. We used the Critical Appraisal Skills Programme checklists to assess the validity of each included study. Where four or more independent risk estimates were available for a continuous pollutant exposure, we conducted overall and age-specific meta-analyses, and four sensitivity analyses for each summary meta-analytic exposure-outcome association. Results Forty-one studies met our eligibility criteria. There was notable variability in asthma definitions, TRAP exposure assessment methods and confounder adjustment. The overall random-effects risk estimates (95% CI) were 1.08 (1.03, 1.14) per 0.5 × 10 − 5 m − 1 black carbon (BC), 1.05 (1.02, 1.07) per 4 μg/m 3 nitrogen dioxide (NO 2 ), 1.48 (0.89, 2.45) per 30 μg/m 3 nitrogen oxides (NO x ), 1.03 (1.01, 1.05) per 1 μg/m 3 Particulate Matter < 2.5 μm in diameter (PM 2.5 ), and 1.05 (1.02, 1.08) per 2 μg/m 3 Particulate Matter < 10 μm in diameter (PM 10 ). Sensitivity analyses supported these findings. Across the main analysis and age-specific analysis, the least heterogeneity was seen for the BC estimates, some heterogeneity for the PM 2.5 and PM 10 estimates and the most heterogeneity for the NO 2 and NO x estimates. Limitations, conclusions and implication of key findings The overall risk estimates from the meta-analyses showed statistically significant associations for BC, NO 2 , PM 2.5 , PM 10 exposures and risk of asthma development. Our findings support the hypothesis that childhood exposure to TRAP contributes to their development of asthma. Future meta-analyses would benefit from greater standardization of study methods including exposure assessment harmonization, outcome harmonization, confounders' harmonization and the inclusion of all important confounders in individual studies. Systematic review registration number PROSPERO 2014: CRD42014015448. [ABSTRACT FROM AUTHOR]

Background Many cities across the world are beginning to shift their mobility solution away from the private cars and towards more environmentally friendly and citizen-focused means. Hamburg, Oslo, Helsinki, and Madrid have recently announced their plans to become (partly) private car free cities. Other cities like Paris, Milan, Chengdu, Masdar, Dublin, Brussels, Copenhagen, Bogota, and Hyderabad have measures that aim at reducing motorized traffic including implementing car free days, investing in cycling infrastructure and pedestrianization, restricting parking spaces and considerable increases in public transport provision. Such plans and measures are particularly implemented with the declared aim of reducing greenhouse gas emissions. These reductions are also likely to benefit public health. Aims We aimed to describe the plans for private car free cities and its likely effects on public health. Methods We reviewed the grey and scientific literature on plans for private car free cities, restricted car use, related exposures and health. Results An increasing number of cities are planning to become (partly) private car free. They mainly focus on the reduction of private car use in city centers. The likely effects of such policies are significant reductions in traffic-related air pollution, noise, and temperature in city centers. For example, up to a 40% reduction in NO 2 levels has been reported on car free days. These reductions are likely to lead to a reduction in premature mortality and morbidity. Furthermore the reduction in the number of cars, and therefore a reduction in the need for parking places and road space, provides opportunities to increase green space and green networks in cities, which in turn can lead to many beneficial health effects. All these measures are likely to lead to higher levels of active mobility and physical activity which may improve public health the most and also provide more opportunities for people to interact with each other in public space. Furthermore, such initiatives, if undertaken at a sufficiently large scale can result in positive distal effects and climate change mitigation through CO 2 reductions. The potential negative effects which may arise due to motorized traffic detouring around car free zone into their destinations also need further evaluation and the areas in which car free zones are introduced need to be given sufficient attention so as not to become an additional way to exacerbate socioeconomic divides. The extent and magnitude of all the above effects is still unclear and needs further research, including full chain health impact assessment modeling to quantify the potential health benefits of such schemes, and exposure and epidemiological studies to measure any changes when such interventions take place. Conclusions The introduction of private car free cities is likely to have direct and indirect health benefits, but the exact magnitude and potential conflicting effects are as yet unclear. This paper has overviewed the expected health impacts, which can be useful to underpin policies to reduce car use in cities. [ABSTRACT FROM AUTHOR]

Ambient air pollution is a pervasive and ubiquitous hazard, which has been linked to premature morbidity and a growing number of morbidity endpoints. Air pollution may be linked to neurodegeneration, and via this or other pathways, to neurodegenerative diseases. Emerging evidence suggests that air pollution may contribute to neurodegenerative diseases such as dementia, Parkinson's Disease (PD), Multiple Sclerosis (MS) and Motor Neuron Diseases (MND), although this evidence remains inconsistent and very limited for MS and MND. In addition, this evidence base is rapidly emerging and would benefit from a wide and critical synthesis, including a better understanding of heterogeneity. In this paper, we present a protocol for a systematic review and meta-analysis and specify our methods a priori. The main aim of the planned systematic review is to answer the question of whether long-term exposure (>1 year) to ambient (outdoor) air pollution (exposure, compared to lower exposure) increases the risk of adult (population) incidence of neurodegenerative diseases (outcomes) in epidemiological observational studies (study design). Another aim is to meta-analyze the associations between long-term exposure to ambient air pollutants and the risk of the selected outcomes and assess the shape of exposure–response functions. To set the stage for the proposed work, we also overview the existing epidemiological evidence in this protocol, but do not critically evaluate it, as these results will be fully presented in the planned systematic review. We will search the electronic databases Medline (via Ovid), Embase (via Ovid), Cochrane Library, Cinahl (via Ebscohost), Global Health (via Ebscohost), PsycINFO (via Ebscohost), Scopus, Web of Science (Core Collection), from inception to October 2022. Eligible studies must contain primary research investigating the link between 1-year + exposure to any outdoor air pollutant, from any source, and dementia, PD, MS, and MND, or dementia subtypes: Alzheimer's Disease, vascular dementia, and mixed dementia. The search strategy and eligibility criteria are pre-determined and described in full in this protocol. Articles will be stored and screened using Rayyan QCRI. Title and abstract screening, full text review, data extraction, risk of bias assessment and data preparation for statistical analysis will be conducted independently by two reviewers using pre-defined forms and criteria, described in this protocol. All these steps will also be piloted and the forms and/or methods adapted if issues arise. Meta-analysis and assessment of the shape of the exposure–response functions will be conducted if four independent exposure-outcomes pairs are available, and the remainder of results will be synthesized in the forms of tables and via a narrative summary. Certainty in the body of evidence will be assessed using the OHAT approach. This protocol describes the planned analysis and synthesis a priori and serves to increase transparency and impact of this systematic review and meta-analysis. [ABSTRACT FROM AUTHOR]

Background The recent diesel scandal has again highlighted the impact that the transport sector can have on public health. Aim To describe the current impact of transport planning on public health. Result Transport is fundamental to our cities' economic and social development, but causes large health effects and impact through accidents, air pollution, noise, green space and lack of physical activity. Conclusion There is an urgent need to rebalance and provide better and safer infrastructures and policy support for transport, and particularly, active transport modes, building a new culture for it. A parallel transition in transport and urban planning is needed to improve, in a global and structural way, the relations between urban mobility and health. [ABSTRACT FROM AUTHOR]

• 302 deaths in Houston attributable to transportation noise compared to 330 from vehicle crashes. • 3.6% of premature deaths attributable to transportation noise and motor vehicle crashes. • Lower economic neighborhoods had highest risks for adverse exposures and premature deaths. • There is an urgent need for imposing policies to reduce transportation noise. Health impact assessment tools need to be equipped with a noise burden of disease analysis function. Transportation systems have an essential role in satisfying individuals' needs for mobility and accessibility. Yet, they have been linked to several adverse health impacts, with a large, but modifiable, burden of disease. Among the several transportation-related health risk factors, this study focused on transportation-related noise as an emerging exposure whose burden of disease remains partially recognized. We compared premature deaths potentially attributable to transportation-related noise with deaths from motor vehicle crashes, a well-researched and widely recognized transportation risk factor. We employed a standard burden of disease assessment framework to quantify premature cardiovascular diseases mortality attributable to transportation-related (road and aviation) noise at the census tract level (n = 592) in Houston, Texas. The results were compared to motor vehicle crash fatalities, which are routinely observed and collected in the study area. We also investigated the distribution of premature deaths across the city and explored the relationship between household median income and premature deaths attributable to transportation-related noise. We estimated 302 (95% CI: 185–427) premature deaths (adults 30–75 years old) attributable to transportation-related noise in Houston, compared to 330 fatalities from motor vehicle crashes (adults younger than 75 years old). Transportation-related noise and motor vehicle crashes were responsible for 1.7% and 1.9% of all-cause premature deaths in Houston, respectively. Households with lower median income had a higher risk of adverse exposure and premature deaths potentially attributable to transportation-related noise. A larger number of premature deaths was associated with living in the central business district and the vicinity of highways and airports. This study highlighted the significant contribution of transportation-related noise and motor vehicle crashes to premature deaths in the city of Houston. The analogy between the estimated premature deaths attributable to transportation-related noise and motor vehicle crashes showed that the health impacts of transportation-related noise were as significant as motor vehicle crashes. The estimated premature death rate attributable to transportation-related noise was also comparable to the death rate caused by suicide, influenza, or pneumonia in the US. There is an urgent need for imposing policies to reduce transportation noise emissions and human exposures and to equip health impact assessment tools with a noise burden of disease analysis function. [ABSTRACT FROM AUTHOR]

Abstract Background Cities have unique geographic, environmental and sociocultural characteristics that influence the health status of their citizens. Identification and modification of these characteristics may help to promote healthier cities. Objective We estimated premature mortality impacts of breaching international exposure guidelines for physical activity (PA), air pollution, noise and access to green space for Bradford (UK) adult residents (n = 393,091). Methods We applied the Urban and TranspOrt Planning Health Impact Assessment (UTOPHIA) methodology and estimated mortality, life expectancy (LE) and economic impacts of non-compliance with recommended exposure levels. We also investigated the distribution of the mortality burden among the population, focusing on socioeconomic position (SEP) as defined by deprivation status and ethnicity. Results We estimated that annually almost 10% of premature mortality (i.e. 375 deaths, 95% CI: 276–474) in Bradford is attributable to non-compliance with recommended exposure levels. Non-compliance was also estimated to result in over 300 days of LE lost (95% CI: 238–432), which translated in economic losses of over £50,000 per person (95% CI: 38,518–69,991). 90% of the premature mortality impact resulted from insufficient PA performance. Air and noise pollution and the lack of green space had smaller impacts (i.e. 48 deaths). Residents of lower SEP neighborhoods had the highest risks for adverse exposure and premature death. A larger number of deaths (i.e. 253 and 145, respectively) could be prevented by reducing air and noise pollution levels well below the guidelines. Discussion Current urban and transport planning related exposures result in a considerable health burden that is unequally distributed among the Bradford population. Improvements in urban and transport planning practices including the reduction of motor traffic and the promotion of active transport together with greening of the district, particularly in areas of lower SEP, are promising strategies to increase PA performance and reduce harmful environmental exposures. Highlights • 10% of mortality in Bradford is attributable to breaching physical activity, air pollution, noise and green space guidelines. • Residents of lower socioeconomic position neighborhoods had the highest risks for adverse exposure and premature death. • Reduction of motor traffic, the promotion of active transport and greening of the district are recommended. • Interventions should focus on lower socioeconomic position neighborhoods as the largest health gains are expected there. [ABSTRACT FROM AUTHOR]

Car-dependent city planning has resulted in high levels of environmental pollution, sedentary lifestyles and increased vulnerability to the effects of climate change. The Barcelona Superblock model is an innovative urban and transport planning strategy that aims to reclaim public space for people, reduce motorized transport, promote sustainable mobility and active lifestyles, provide urban greening and mitigate effects of climate change. We estimated the health impacts of implementing this urban model across Barcelona. We carried out a quantitative health impact assessment (HIA) study for Barcelona residents ≥20 years (N = 1,301,827) on the projected Superblock area level (N = 503), following the comparative risk assessment methodology. We 1) estimated expected changes in (a) transport-related physical activity (PA), (b) air pollution (NO 2), (c) road traffic noise, (d) green space, and (e) reduction of the urban heat island (UHI) effect through heat reductions; 2) scaled available risk estimates; and 3) calculated attributable health impact fractions. Estimated endpoints were preventable premature mortality, changes in life expectancy and economic impacts. We estimated that 667 premature deaths (95% CI: 235–1,098) could be prevented annually through implementing the 503 Superblocks. The greatest number of preventable deaths could be attributed to reductions in NO 2 (291, 95% PI: 0–838), followed by noise (163, 95% CI: 83–246), heat (117, 95% CI: 101–137), and green space development (60, 95% CI: 0–119). Increased PA for an estimated 65,000 persons shifting car/motorcycle trips to public and active transport resulted in 36 preventable deaths (95% CI: 26–50). The Superblocks were estimated to result in an average increase in life expectancy for the Barcelona adult population of almost 200 days (95% CI: 99–297), and result in an annual economic impact of 1.7 billion EUR (95% CI: 0.6–2.8). The Barcelona Superblocks were estimated to help reduce harmful environmental exposures (i.e. air pollution, noise, and heat) while simultaneously increase PA levels and access to green space, and thereby provide substantial health benefits. For an equitable distribution of health benefits, the Superblocks should be implemented consistently across the entire city. Similar health benefits are expected for other cities that face similar challenges of environmental pollution, climate change vulnerability and low PA levels, by adopting the Barcelona Superblock model. • The Barcelona Superblock model provides a paradigm shift towards people-centered city planning • The model aims to reclaim public space, reduce motorized transport, promote active mobility provide greening and cooling • Almost 700 premature deaths could be prevented annually with the Barcelona Superblocks • Health pathways were air pollution, noise and heat reductions and increases in green space and transport physical activity • The Superblocks could be scaled-up to other cities to reduce the health burden related to car-centered city planning [ABSTRACT FROM AUTHOR]

Asthma is one of the leading chronic airway diseases among children in the United States (US). Emerging evidence indicates that Traffic Related Air Pollution (TRAP), as opposed to ambient air pollution, leads to the onset of childhood asthma. We estimated the number of incident asthma cases among children attributable to TRAP in the contiguous US, for the years 2000 and 2010. The number of incident childhood asthma cases and percentage due to TRAP were estimated using standard burden of disease assessment methods. We combined children (<18 years) counts and pollutant exposures at populated US census blocks with a national asthma incidence rate and meta-analysis derived concentration response functions (CRF). NO 2 , PM 2.5 and PM 10 were used as surrogates of TRAP exposures, with NO 2 being most specific. Annual average concentrations were obtained from previously validated land-use regression (LUR) models. Asthma incidence rate and a CRF for each pollutant were obtained from the literature. Estimates were stratified by urban or rural living and by median household income. We also estimated the number of preventable cases among blocks that exceeded the limit for two counterfactual scenarios. The first scenario used the recommended air quality annual averages from the World Health Organization (WHO) as a limit. The second scenario used the minimum modeled concentration for each pollutant, in either year, as a limit. Average concentrations in 2000 and 2010, respectively, were 20.6 and 13.2 μg/m3 for NO 2 , 12.1 and 9 μg/m3 for PM 2.5 and 21.5 and 17.9 μg/m3 for PM 10. Attributable number of cases ranged between 209,100–331,200 for the year 2000 and 141,900–286,500 for 2010, depending on the pollutant. Asthma incident cases due to TRAP represented 27%–42% of all cases in 2000 and 18%–36% in 2010. Percentage of cases due to TRAP were higher (1) in urban areas than rural areas, and (2) in block groups with lowest median household income. Online open-access interactive maps and tables summarizing findings at the county level and 498 major US cities, are available at [ https://carteehdata.org/l/s/TRAP-burden-of-childhood-asthma ]. Assuming that pollutants did not exceed WHO air quality recommendations, the number of incident cases that could have been prevented ranged between 300 and 53,400, depending on the pollutant and year. Assuming that pollutant levels were limited to the minimum modeled concentration, the number of childhood asthma incident cases that could have been prevented ranged between 127,700 and 317,600, depending on the pollutant and year. This is the first study to estimate the burden of incident childhood asthma attributable to TRAP at a national scale in the US. The attributable burden of childhood asthma dropped by 33% between 2000 and 2010. However, a significant proportion of cases can be prevented. • 141,900-331,200 of asthma cases were attributable to traffic related air pollution • 18%-42% of asthma cases were attributable to traffic related air pollution • Urban areas had up to twice the burden of asthma as compared to rural areas • Attributable number of cases reduced by up to 33% between 2000 and 2010 • Our approach could lead to an overestimation of the burden of asthma "due to traffic-related air pollution" [ABSTRACT FROM AUTHOR]

• Urban areas are hot spots for exposure to traffic-related air pollution (TRAP). • A protocol is presented for our upcoming systematic evidence map (SEM). • We will identify urban-level policy interventions to reduce traffic emissions/TRAP. • We will explore and characterize the available evidence base. • An open access, interactive database will host extracted information. Cities are the world's engines of economic growth, innovation, and social change, but they are also hot spots for human exposure to air pollution, mainly originating from road traffic. As the urban population continues to grow, a greater quantity of people risk exposure to traffic-related air pollution (TRAP), and therefore also risk adverse health effects. In many cities, there is scope for further improvement in air quality through targeted urban policy interventions. The objective of this protocol is to detail the methods that will be used for a systematic evidence map (SEM) which will identify and characterize the evidence on policy interventions that can be implemented at the urban-level to reduce traffic emissions and/or TRAP from on-road mobile sources, thus reducing human exposures and adverse health impacts. Articles will be searched for and selected based on a predetermined search strategy and eligibility criteria. A variety of databases will be searched for relevant articles published in English between January 1, 2000 and June 1, 2020 to encompass the interdisciplinary nature of this SEM, and articles will be stored and screened using Rayyan QCRI. Predetermined study characteristics will be extracted and coded from included studies in a Microsoft Excel sheet, which will serve as an open access, interactive database, and two authors will review the coded data for consistency. The database will be queryable, and various interactive charts, graphs, and maps will be created using Tableau Public for data visualization. The results of the evidence mapping will be detailed via narrative summary. This protocol serves to increase transparency of the SEM methods and provides an example for researchers pursuing future SEMs. [ABSTRACT FROM AUTHOR]