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Negev M, Zea-Reyes L, Caputo L, Weinmayr G, Potter C, de Nazelle A. Barriers and Enablers for Integrating Public Health Cobenefits in Urban Climate Policy. Annu Rev Public Health 2022; 43:255-270. [PMID: 34936826 DOI: 10.1146/annurev-publhealth-052020-010820] [Citation(s) in RCA: 6] [Impact Index Per Article: 3.0] [Reference Citation Analysis] [Abstract] [Key Words] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Indexed: 11/09/2022]
Abstract
Urban climate policy offers a significant opportunity to promote improved public health. The evidence around climate and health cobenefits is growing but has yet to translate into widespread integrated policies. This article presents two systematic reviews: first, looking at quantified cobenefits of urban climate policies, where transportation, land use, and buildings emerge as the most studied sectors; and second, looking at review papers exploring the barriers and enablers for integrating these health cobenefits into urban policies. The latter reveals wide agreement concerning the need to improve the evidence base for cobenefits and consensus about the need for greater political will and leadership on this issue. Systems thinking may offer a way forward to help embrace complexity and integrate health cobenefits into decision making. Knowledge coproduction to bring stakeholders together and advance policy-relevant research for urban health will also be required. Action is needed to bring these two important policy agendas together.
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Affiliation(s)
- Maya Negev
- School of Public Health, University of Haifa, Haifa, Israel
| | - Leonardo Zea-Reyes
- Centre for Environmental Policy, Imperial College London, London, United Kingdom; .,Research Area, Cónclave Consultora, Guadalajara, Jalisco, Mexico.,University Centre for the Arts, Architecture, and Design; University of Guadalajara, Jalisco, Mexico
| | - Livio Caputo
- Energy Futures Lab, Imperial College London, London, United Kingdom
| | - Gudrun Weinmayr
- Institute of Epidemiology and Medical Biometry, Ulm University, Ulm, Germany
| | - Clive Potter
- Centre for Environmental Policy, Imperial College London, London, United Kingdom;
| | - Audrey de Nazelle
- Centre for Environmental Policy, Imperial College London, London, United Kingdom; .,MRC Centre for Environment and Health, Imperial College London
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Gai Y, Minet L, Posen ID, Smargiassi A, Tétreault LF, Hatzopoulou M. Health and climate benefits of Electric Vehicle Deployment in the Greater Toronto and Hamilton Area. ENVIRONMENTAL POLLUTION (BARKING, ESSEX : 1987) 2020; 265:114983. [PMID: 32590240 DOI: 10.1016/j.envpol.2020.114983] [Citation(s) in RCA: 11] [Impact Index Per Article: 2.8] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 03/23/2020] [Revised: 05/28/2020] [Accepted: 06/04/2020] [Indexed: 06/11/2023]
Abstract
This study presents the results of an integrated model developed to evaluate the environmental and health impacts of Electric Vehicle (EV) deployment in a large metropolitan area. The model combines a high-resolution chemical transport model with an emission inventory established with detailed transportation and power plant information, as well as a framework to characterize and monetize the health impacts. Our study is set in the Greater Toronto and Hamilton Area (GTHA) in Canada with bounding scenarios for 25% and 100% EV penetration rates. Our results indicate that even with the worst-case assumptions for EV electricity supply (100% natural gas), vehicle electrification can deliver substantial health benefits in the GTHA, equivalent to reductions of about 50 and 260 premature deaths per year for 25% and 100% EV penetration, compared to the base case scenario. If EVs are charged with renewable energy sources only, then electrifying all passenger vehicles can prevent 330 premature deaths per year, which is equivalent to $3.8 Billion (2016$CAD) in social benefits. When the benefit of EV deployment is normalized per vehicle, it is higher than most incentives provided by the government, indicating that EV incentives can generate high social benefits.
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Affiliation(s)
- Yijun Gai
- Department of Civil and Mineral Engineering, University of Toronto, 35 St. George Street, Toronto, ON M5S 1A4, Canada
| | - Laura Minet
- Department of Civil and Mineral Engineering, University of Toronto, 35 St. George Street, Toronto, ON M5S 1A4, Canada
| | - I Daniel Posen
- Department of Civil and Mineral Engineering, University of Toronto, 35 St. George Street, Toronto, ON M5S 1A4, Canada
| | - Audrey Smargiassi
- Department of Environmental and Occupational Health, School of Public Health, University of Montreal, Montreal, QC H3C 3J7, Canada
| | - Louis-François Tétreault
- Department of Environmental and Occupational Health, School of Public Health, University of Montreal, Montreal, QC H3C 3J7, Canada
| | - Marianne Hatzopoulou
- Department of Civil and Mineral Engineering, University of Toronto, 35 St. George Street, Toronto, ON M5S 1A4, Canada.
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Smargiassi A, Plante C, Morency P, Hatzopoulou M, Morency C, Eluru N, Tétreault LF, Goudreau S, Bourbonnais PL, Bhowmik T, Shekarrizfard M, Chandra Iraganaboina N, Requia W. Environmental and health impacts of transportation and land use scenarios in 2061. ENVIRONMENTAL RESEARCH 2020; 187:109622. [PMID: 32416356 DOI: 10.1016/j.envres.2020.109622] [Citation(s) in RCA: 5] [Impact Index Per Article: 1.3] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Grants] [Track Full Text] [Subscribe] [Scholar Register] [Received: 09/12/2019] [Revised: 04/26/2020] [Accepted: 04/29/2020] [Indexed: 06/11/2023]
Abstract
We compared numbers of trips and distances by transport mode, air pollution and health impacts of a Business As Usual (BAU) and an Ideal scenario with urban densification and reductions in car share (76%-62% in suburbs; 55%-34% in urban areas) for the Greater Montreal (Canada) for 2061. We estimated the population in 87 municipalities using a demographic model and population projections. Year 2031 (Y2031) trips (from mode choice modeling) and distances were used to estimate those of Y2061. Emissions of nitrogen dioxide (NO2) and carbon dioxide (CO2) were estimated and NO2 used with dispersion modeling to estimate concentrations. Walking and Public Transit (PT) use and corresponding distances walked in Y2061 were >70% higher for the Ideal scenario vs the BAU, while car share and distances were <40% lower. NO2 levels were slightly lower in the Ideal scenario vs the BAU, but always higher in the urban core. Health impacts, summarized with disability adjusted life years (DALY), differed between urban and suburb areas but globally, the Ideal scenario reduced the impacts of the Y2061 BAU by 33% DALY. Percentages of car and PT trips were similar for the Y2031 and Y2061 BAU but kms travelled by car, CO2 and NO2 increased, due to increased populations. Drastic measures to decrease car share appear necessary to substantially reduce impacts of transportation.
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Affiliation(s)
- Audrey Smargiassi
- School of Public Health, Centre of Public Health Research, University of Montreal and CIUSSS du Centre-Sud-de-l'Île-de-Montréal, Quebec, H3T 1A8, Canada; Quebec Institute of Public Health, Quebec, H2P 1E2, Canada.
| | - Céline Plante
- Montreal Department of Public Health, Quebec, H2L 1M3, Canada
| | - Patrick Morency
- School of Public Health, Centre of Public Health Research, University of Montreal and CIUSSS du Centre-Sud-de-l'Île-de-Montréal, Quebec, H3T 1A8, Canada; Montreal Department of Public Health, Quebec, H2L 1M3, Canada
| | | | - Catherine Morency
- Département des Génies Civil, Géologique et des Mines, École Polytechnique de Montréal, Quebec, H3T 1J4, Canada
| | - Naveen Eluru
- Department of Civil, Environmental and Construction Engineering, University of Central, Florida, 32816, USA
| | | | - Sophie Goudreau
- Montreal Department of Public Health, Quebec, H2L 1M3, Canada
| | - Pierre Leo Bourbonnais
- Département des Génies Civil, Géologique et des Mines, École Polytechnique de Montréal, Quebec, H3T 1J4, Canada
| | - Tanmoy Bhowmik
- Department of Civil, Environmental and Construction Engineering, University of Central, Florida, 32816, USA
| | | | | | - Weeberb Requia
- School of Public Health, Centre of Public Health Research, University of Montreal and CIUSSS du Centre-Sud-de-l'Île-de-Montréal, Quebec, H3T 1A8, Canada; School of Public Policy and Government, Fundação Getúlio Vargas Brasília, Distrito Federal, Brazil
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The Potential Impacts of Urban and Transit Planning Scenarios for 2031 on Car Use and Active Transportation in a Metropolitan Area. INTERNATIONAL JOURNAL OF ENVIRONMENTAL RESEARCH AND PUBLIC HEALTH 2020; 17:ijerph17145061. [PMID: 32674442 PMCID: PMC7400344 DOI: 10.3390/ijerph17145061] [Citation(s) in RCA: 1] [Impact Index Per Article: 0.3] [Reference Citation Analysis] [Abstract] [Key Words] [Track Full Text] [Download PDF] [Figures] [Subscribe] [Scholar Register] [Received: 06/17/2020] [Accepted: 07/09/2020] [Indexed: 11/30/2022]
Abstract
Land use and transportation scenarios can help evaluate the potential impacts of urban compact or transit-oriented development (TOD). Future scenarios have been based on hypothetical developments or strategic planning but both have rarely been compared. We developed scenarios for an entire metropolitan area (Montreal, Canada) based on current strategic planning documents and contrasted their potential impacts on car use and active transportation with those of hypothetical scenarios. We collected and analyzed available urban planning documents and obtained key stakeholders’ appreciation of transportation projects on their likelihood of implementation. We allocated 2006–2031 population growth according to recent trends (Business As Usual, BAU) or alternative scenarios (current planning; all in TOD areas; all in central zone). A large-scale and representative Origin-Destination Household Travel Survey was used to measure travel behavior. To estimate distances travelled by mode, in 2031, we used a mode choice model and a simpler method based on the 2008 modal share across population strata. Compared to the BAU, the scenario that allocated all the new population in already dense areas and that also included numerous public transit projects (unlikely to be implemented in 2031), was associated with greatest impacts. Nonetheless such major changes had relatively minor impacts, inducing at most a 15% reduction in distances travel by car and a 28% increase in distances walked, compared to a BAU. Strategies that directly target the reduction of car use, not considered in the scenarios assessed, may be necessary to induce substantial changes in a metropolitan area.
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Abstract
While previous study has confirmed significant correlation between infrastructure construction and air quality, little is known about the nature of the relationship. In this paper, we intend to fill this gap by using the Panel Smooth Transition Regression (PSTR) model to discuss the nonlinear relationship between transportation infrastructure construction and air quality. The panel data includes 280 cities in China for the period 2000-2017. We find that the transportation infrastructure investment is positively correlated to the air quality when the GDP per capita is below RMB 7151 or the number of motor vehicle population per capita is below 37 (vehicles per 10,000 persons) where the model is in the lower regime, and that the transportation infrastructure investment is negatively correlated to the air quality when the GDP per capita is greater than RMB 7151 or the number of motor vehicle population per capita is larger than 37 (vehicles per 10,000 persons) where the model is in the upper regime. The empirical results of the three sub-samples, including eastern, western and central regions, are similar to that of the national level. Furthermore, increasing transportation infrastructure investment is conducive to improving air quality. Urban bus services, green area, population density, wind speed and rainfall are also conducive to reducing air pollution, but the role of environmental regulation is not significant. After adding the instrumental variable (urban built-up area), the conclusions are further supported. Finally, relevant policy recommendations for reducing air pollution are proposed based on the empirical results.
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Arnason T, Tanuseputro P, Tuna M, Manuel D. Municipal transportation policy as a population health intervention: estimating the impact of the City of Ottawa Transportation Master Plan on diabetes incidence. Canadian Journal of Public Health 2019; 110:285-293. [PMID: 30628043 DOI: 10.17269/s41997-018-0168-9] [Citation(s) in RCA: 5] [Impact Index Per Article: 1.0] [Reference Citation Analysis] [Abstract] [Key Words] [Track Full Text] [Subscribe] [Scholar Register] [Received: 06/15/2018] [Accepted: 12/14/2018] [Indexed: 11/17/2022]
Abstract
INTERVENTION Physical inactivity is an important behavioral risk factor for chronic disease in Canada. Individual-level strategies are used in clinical medicine to target individuals for preventive intervention based on one or more risk factors. In contrast, this study examines the impact of a population-level intervention: a municipal policy outside the healthcare sector that influences the built and social environment. RESEARCH QUESTION What is the preventive effect of a municipal transportation policy to increase active transportation on a chronic disease outcome measure-diabetes incidence-when it is viewed as a population-level health intervention to increase physical activity? METHODS The impact of increases in active transportation for regular commuting to work in the city of Ottawa, Ontario was modeled to estimate number of diabetes cases prevented over 10 years. As a health-sector comparison, the reduction in incidence was equated to an individual-level approach to prevention targeting those who are inactive, meant to represent a clinical preventive intervention. RESULTS The population-level policy shift could prevent as many as 1620 incident cases of diabetes over 10 years, the largest number prevented by increases in public transit use. This population effect was equal to 17,300 inactive individuals or 12,300 inactive individuals > 45 years old undertaking a clinical preventive intervention to increase physical activity. CONCLUSION The results demonstrate why public health matters today as population-level interventions that exist as policies outside the healthcare sector, supported by public health, may have an unrecognized and therefore underappreciated impact on population health.
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Affiliation(s)
- Trevor Arnason
- Department of Community Health and Epidemiology, Faculty of Medicine, Dalhousie University, Halifax, Canada. .,Public Health Medicine Unit, Ottawa Public Health, Ottawa, Canada.
| | - Peter Tanuseputro
- Bruyère Research Institute, Ottawa, Canada.,Ottawa Hospital - Civic Campus, Ottawa Hospital Research Institute, Ottawa, Canada.,Ottawa Hospital - Civic Campus, Institute for Clinical Evaluative Sciences, Ottawa, Canada.,Department of Medicine, Division of Palliative Care, University of Ottawa, Ottawa, Canada
| | - Meltem Tuna
- Ottawa Hospital - Civic Campus, Ottawa Hospital Research Institute, Ottawa, Canada.,Ottawa Hospital - Civic Campus, Institute for Clinical Evaluative Sciences, Ottawa, Canada
| | - Douglas Manuel
- Bruyère Research Institute, Ottawa, Canada.,Ottawa Hospital - Civic Campus, Ottawa Hospital Research Institute, Ottawa, Canada.,Ottawa Hospital - Civic Campus, Institute for Clinical Evaluative Sciences, Ottawa, Canada.,Department of Family Medicine, University of Ottawa, Ottawa, Canada.,School of Epidemiology, Public Health and Preventive Medicine, University of Ottawa, Ottawa, Canada
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