Catalogue Search | MBRL
Are you sure you want to remove the book from the shelf?
{{itemTitle}}
193
result(s) for
"Banister, David"
Sort by:
Public health benefits of strategies to reduce greenhouse-gas emissions: urban land transport
We used Comparative Risk Assessment methods to estimate the health effects of alternative urban land transport scenarios for two settings—London, UK, and Delhi, India. For each setting, we compared a business-as-usual 2030 projection (without policies for reduction of greenhouse gases) with alternative scenarios—lower-carbon-emission motor vehicles, increased active travel, and a combination of the two. We developed separate models that linked transport scenarios with physical activity, air pollution, and risk of road traffic injury. In both cities, we noted that reduction in carbon dioxide emissions through an increase in active travel and less use of motor vehicles had larger health benefits per million population (7332 disability-adjusted life-years [DALYs] in London, and 12 516 in Delhi in 1 year) than from the increased use of lower-emission motor vehicles (160 DALYs in London, and 1696 in Delhi). However, combination of active travel and lower-emission motor vehicles would give the largest benefits (7439 DALYs in London, 12 995 in Delhi), notably from a reduction in the number of years of life lost from ischaemic heart disease (10–19% in London, 11–25% in Delhi). Although uncertainties remain, climate change mitigation in transport should benefit public health substantially. Policies to increase the acceptability, appeal, and safety of active urban travel, and discourage travel in private motor vehicles would provide larger health benefits than would policies that focus solely on lower-emission motor vehicles.
Journal Article
Transport, climate change and the city
\"Sustainable mobility has long been sought after in cities around the world, particularly in industrialised countries, but also increasingly in the emerging cities in Asia. Progress however appears difficult to make as the private car, still largely fuelled by petrol or diesel, remains the mainstream mode of use. Transport is the key sector where carbon dioxide (CO2) emissions seem difficult to reduce.Transport, Climate Change and the City seeks to develop achievable and low transport CO2 emission futures in a range of international case studies, including in London, Oxfordshire, Delhi, Jinan and Auckland. The aim is that the scenarios as developed, and the consideration of implementation and governance issues, can help us plan for and achieve attractive future travel behaviours at the city level. The alternative is to continue with only incremental progress against CO2 reduction targets, to 'sleepwalk' into climate change difficulties, oil scarcity, a poor quality of life, and to continue with the high traffic casualty figures. The topic is thus critical, with transport viewed as central to the achievement of the sustainable city and reduced CO2 emissions\"-- Provided by publisher.
Book
Car Sales, Fuel Economy and Decarbonization in Mexico
The car market in Mexico has undergone substantial change over the last twenty years, as sales have increased dramatically and as policy measures have been introduced to improve fuel economy so that decarbonization targets can be achieved. The argument presented in this paper is that overall fuel economy is driven by vehicle sales and the fuel economy standards imposed. In addition, this picture is complicated by the purchasing preferences of buyers, and this might reduce the effectiveness of the policy measures introduced. A case study approach allows analysis of the shifts in transport policy (2003–2020) to be undertaken by linking the fuel consumption of cars (L/100 km) to the purchasing patterns of consumers, and from this estimate the levels of CO2 emissions. From the empirical analysis, it is found that, although there have been fuel economy gains every year, this is countered by (a) increasing sales of SUVs, and (b) a car market that is increasingly being dominated by larger cars. The current fuel standards are not sufficient to control the continued growth in fuel consumption, and levels of carbon emissions are continuing to increase. In conclusion, tighter emissions standards are needed, together with stronger governance structures and a range of further policy measures to improve car efficiencies and limit growth of the use of larger vehicles.
Journal Article
Distributional effects of transport policies on inequalities in access to opportunities in Rio de Janeiro
The evaluation of social impacts of transport policies has been attracting growing attention in recent years. Yet studies thus far have predominately focused on developed countries and overlooked whether equity assessment of transport projects is sensitive to the modifiable areal unit problem (MAUP). This paper investigates how investments in public transport can reshape socio-spatial inequalities in access to opportunities, and it examines how MAUP can influence the distributional effects of transport project evaluations. The study looks at Rio de Janeiro (Brazil) and the transformations carried out in the city in preparation for the 2014 World Cup and the 2016 Olympics, which involved substantial expansion in public transport infrastructure followed by cuts in service levels. The paper uses before-and-after comparison of Rio's transport network (2014-2017) and quasi-counterfactual analysis to examine how those policies affect access to schools and jobs for different income groups and whether the results are robust when the data is analyzed at different spatial scales and zoning schemes. Results show that subsequent cuts in service levels have offset the accessibility benefits of transport investments in a way that particularly penalizes the poor, and that those investments alone would still have generated larger accessibility gains for higher-income groups. These findings suggest that, contrary to Brazil's official discourse of transport legacy, recent policies in Rio have exacerbated rather than reduced socio-spatial inequalities in access to opportunities. The study also shows that MAUP can influence the equity assessment of transport projects, suggesting that this issue should be addressed in future research.
Journal Article
Tax or Clean Technology? Measuring the True Effect on Carbon Emissions Mitigation for Sweden and Norway
Studies of carbon emissions typically focus on price and tax effects or technology. We argue that the two are closely linked within an economy in disequilibrium. Our goals are twofold: (1) to examine the combined role of: low CO2 technology, fuel taxes and CO2 tax on taming CO2 emissions and (2) to build a counterfactual analysis by capturing anything else that causes emissions to diverge from the trend such as renewable energy, energy laws and the state of the economy. The equilibrium correction model (EqCM) suggests that emissions have a long-term relationship with economic growth, fossil fuel use, taxes and clean power sources. Both oil and gas extraction and economic growth raise Norway’s emissions, offsetting the mitigating effect of taxes. Sweden´s carbon fuel tax elasticity is 20%, a value far above Norway´s elasticity, even though these carbon taxes were phased-in under a period of macroeconomic instability, weakening their effectiveness. The income elasticity of emissions is negative for Norway and positive for Sweden. Emission cuts require (a) de-growth, (b) a higher tax on transport fuels and (c) electrification of transport. The effects of tax, technology, economic growth and those for the pre- and post-carbon tax era differ strongly in the two nations.
Journal Article
Liveable urban forms: planning, self-organisation, and a third way (Isobenefit urbanism)
Urban development combines the forces of dispersal and agglomeration, often facilitated by free market forces, and this results in different patterns and self-organised ways, with both positive and negative outputs. Globally, over 6 billion people will live in cities by 2050, and this would require at least an additional 1.2 million km2 land to be built on. This huge expansion of the urban population and area requires construction at scale that avoids current urban problems such as urban heat island effects, carbon emissions, pollution, congestion, urban sprawl and excessive hard surfacing, while maintaining the physical and mental quality of life. Two basic approaches would be to let market forces freely shape our new urban areas or to impose a strong planning framework. This paper introduces a third way, Isobenefit urbanism that takes advantage of the two basic approaches to urban development. Isobenefit urbanism is a relatively recent urban development approach to shaping urban form, through an examination of centralities and localisation by a code whose implementation results in Isobenefit cities where one can walk to reach the closest centrality (where theatres, restaurant, schools, offices, promenades, shops…are located) and the closest access to green land regardless where one lives, and regardless the size of the city.
Journal Article
Energy and transport
We examine the links between fossil-fuel-based transportation, greenhouse-gas emissions, and health. Transport-related carbon emissions are rising and there is increasing consensus that the growth in motorised land vehicles and aviation is incompatible with averting serious climate change. The energy intensity of land transport correlates with its adverse health effects. Adverse health effects occur through climate change, road-traffic injuries, physical inactivity, urban air pollution, energy-related conflict, and environmental degradation. For the world's poor people, walking is the main mode of transport, but such populations often experience the most from the harms of energy-intensive transport. New energy sources and improvements in vehicle design and in information technology are necessary but not sufficient to reduce transport-related carbon emissions without accompanying behavioural change. By contrast, active transport has the potential to improve health and equity, and reduce emissions. Cities require safe and pleasant environments for active transport with destinations in easy reach and, for longer journeys, public transport that is powered by renewable energy, thus providing high levels of accessibility without car use. Much investment in major road projects does not meet the transport needs of poor people, especially women whose trips are primarily local and off road. Sustainable development is better promoted through improving walking and cycling infrastructures, increasing access to cycles, and investment in transport services for essential needs. Our model of London shows how increased active transport could help achieve substantial reductions in emissions by 2030 while improving population health. There exists the potential for a global contraction and convergence in use of fossil-fuel energy for transport to benefit health and achieve sustainability.
Journal Article