Health, Transport and Urban Planning: Quantifying the Links between Urban Assessment Models and Human Health

Matan, Anne; Newman, Peter; Trubka, Roman; Beattie, Colin

doi:10.1080/08111146.2014.990626

Cited by 16 publications

(13 citation statements)

References 42 publications

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“…This figure was roughly translated to a health care cost savings of $44 million (Australian dollars) over the next 50 years, to go along with a benefit of $402 million to the economy as a result of improved economy. Also working in the Perth metropolitan area, Matan et al (2015) demonstrated another back-of-the envelope method for estimating the monetary value of transit-related health benefits. Based on previous studies, they assumed that each additional public transit user walked an additional 15 minutes each day, and the health benefits of this additional activity were valued at $3.24 (Australian dollars) per hour.…”

Section: Health Care Costs With a Focus On Physical Activity And Tmentioning

confidence: 99%

Potential health implications and health cost reductions of transit-induced physical activity

Sener

Lee

Elgart

2016

Journal of Transport & Health

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Transit has the potential to increase an individual’s level of physical activity due to the need to walk or bike at the beginning and end of each trip. Consideration of these health benefits would allow transit proponents to better demonstrate its true costs and benefits. In light of transit’s potential health-related impacts, this study contributes to the growing discussion in the emerging field of health and transportation by providing a review of the current level of understanding and evidence related to the physical activity implications of transit use and its associated health cost benefits. Findings from the review revealed that transit use is associated with increased levels of physical activity and improved health outcomes, but the magnitude of these effects is uncertain. There were few studies that estimated the health care cost savings of transit systems, and those that did tended to be imprecise and simplistic. Objective physical activity measures and frequency-based transit measures would allow for greater consistency across studies and help more directly attribute physical activity gains to transit ridership. Additionally, research in this area would benefit from disaggregate estimation techniques and more robust health datasets that can be better linked with existing transit data.

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Section: Health Care Costs With a Focus On Physical Activity And Tmentioning

confidence: 99%

Potential health implications and health cost reductions of transit-induced physical activity

Sener

Lee

Elgart

2016

Journal of Transport & Health

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“…Seeking remedies, many North American researchers have looked to Europe for potential strategies, finding examples of successful practices in the walkability and cycleinclusive strategies applied in specific cities, such as Freiburg and Copenhagen. Many key authors emphasise the need for integral, ecological approaches that place a high priority on social participation in decision-making and implementation, to optimise the potential success of these very challenging transitions (Banister, 2008;Buehler & Pucher, 2011;Evans & Karvonen, 2011;Gehl & Gemzo, 1996Kenworthy, 2006;Newman & Jennings, 2008;Newman, Beattie, Trubka, & Selvey, 2015;Sagaris, Tiznado-Aitken, & Steiniger, 2017;Smith, 2011). To date, many of these efforts have been applied in the Complete Street agenda (Hui, Saxe, Roorda, Hess, & Miller, 2018;McCann, 2013;Smart Growth America & National Complete Streets Coalition, 2015), which aims to create streets that are safer, more vibrant and inclusive (in terms of the variety of both transport modes and users).…”

Section: Introductionmentioning

confidence: 99%

Persistence of walking in Chile: lessons for urban sustainability

2020

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An extensive body of work from the urban planning, health, and other disciplines has documented the importance of walking to urban sustainability from health, safety, security, environmental and other perspectives. These studies come mainly from countries in North America and Europe, where the majority of the population relies on cars for transportation. Notwithstanding, in many countries in the Global South, walking remains a majority transport mode, while cars increasingly dominate the urban streetscape, but are accessible only to a minority of the population. Chile provides fertile terrain for studying this phenomenon. This article reviews current practice and recent research of walking in Chile, in light of international findings regarding walkability, equity and urban sustainability. To elaborate an overview of the depth and breadth of walking in Chile, an interdisciplinary team conducted a literature review, examined relevant case study material from experience from Chile and in particular from Santiago, and triangulated this mainly qualitative data with results from the origin-destination survey applied in Chile's main cities, Chilean traffic safety data) and results from official transport reports of other Latin American cities [Tirachini, A. (2019). South America: The challenge of transition. In J. Stanley & D. Hensher (Eds.), A research agenda for transport policy. Northampton, MA: Edward Elgar Publishing]. Findings show that despite priority public investments that have largely prioritised infrastructure for cars, walking in Chile has remained as the majority transport mode up until today, especially for lowermiddle income groups, and particularly for care-related tasks performed mainly by women. In this sense, walking in Chile has proven remarkably persistent. The importance of walking as the main transport mode, against the odds, reflects economic, cultural, and urban form determinants, which are explored in this article. Furthermore, a recent upsurge in public interest and community design initiatives to improve walking, particularly the generation of a Chilean approach to "complete streets" has emerged, opening up opportunities to challenge Chile's version of automobility in favour of more equitable, active and public transportation modes. There is, therefore, in Chile an opportunity to prioritise the walking mode, improve infrastructure for walkers and build from preserving current high pedestrian modal shares, ARTICLE HISTORY

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“…This study did not consider studies where it was not possible for a reader to calculate the embodied GHG emissions separately from operational emissions (Åkerman 2011, Pan et al 2013, Tarnoczi 2013, Warren and Ieromonachou 2013, Timmermann and Dibdiakova 2014, Matan et al 2015, Steffen et al 2015, Krezo et al 2016, Dalkic et al 2017 or studies which did not consider non-operational emissions ( The final body of literature consisted of 22 publications, including 57 unique infrastructure cases, which were used to develop a database reporting the key elements of published embodied GHG assessment in rail infrastructure. Since the data were collected by the authors of the respective publications, they are considered as secondary data (Irwin 2013).…”

Section: Selection Of Reviewed Papersmentioning

confidence: 99%

Embodied emissions in rail infrastructure: a critical literature review

Olugbenga

Kalyviotis

Saxe

2019

Environ. Res. Lett.

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This paper investigates the state of knowledge in quantifying the embodied greenhouse gas (GHG) emissions in rail infrastructure and develops a sketch model for estimating the GHG impact of rail infrastructure based on the literature. A literature review identified 22 publications, containing 57 case studies, at least touching on the embodied GHG for different types of rail infrastructure. The cases studies include high speed rail, intercity rail, light rail, commuter rail, heavy rail, freight, and metro rail. The paper examines the GHG impact per kilometre of rail infrastructure reported across the case studies and compares the boundaries, functional units, methods, and data used. Most studies employed process-based LCA for an attributional analysis. The embodied emissions associated with the case studies range from 0.5 to 12 700 tCO 2 km −1 ; much of the variation is dependent on the proportion of the rail line at-grade, elevated, or in a tunnel. However, large ranges in GHG per kilometre remain after controlling for elevated and tunneled distance. Comparing the embodied emissions across the rail types was challenging, due to the large variations in system boundaries, study goals, and inventory methods adopted in the publications. This review highlights the need for standardization across the reporting of embodied GHG for rail infrastructure to better facilitate hot spot detection, engineering design and GHG policy decision making. The statistical model finds that overall ∼941(±168) tCO 2 e are embodied per kilometre of rail at-grade, and tunneling has 27 (±5) times more embodied GHG per kilometre than at-grade construction. The statistical model is based on the findings of published literature and does not explicitly consider function, geometry, specifications, emphasis on whole lifecycle, legislative constraints, socio-economic factors, or the physical and environmental conditions of the construction site.

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Health, Transport and Urban Planning: Quantifying the Links between Urban Assessment Models and Human Health

Cited by 16 publications

References 42 publications

Potential health implications and health cost reductions of transit-induced physical activity

Potential health implications and health cost reductions of transit-induced physical activity

Persistence of walking in Chile: lessons for urban sustainability

Embodied emissions in rail infrastructure: a critical literature review

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