Ancillary human health benefits of improved air quality resulting from climate change mitigation

<p>Abstract</p> <p>Background</p> <p>Greenhouse gas (GHG) mitigation policies can provide ancillary benefits in terms of short-term improvements in air quality and associated health benefits. Several studies have analyzed the ancillary impacts of GHG policies for a variety of locations, pollutants, and policies. In this paper we review the existing evidence on ancillary health benefits relating to air pollution from various GHG strategies and provide a framework for such analysis.</p> <p>Methods</p> <p>We evaluate techniques used in different stages of such research for estimation of: (1) changes in air pollutant concentrations; (2) avoided adverse health endpoints; and (3) economic valuation of health consequences. The limitations and merits of various methods are examined. Finally, we conclude with recommendations for ancillary benefits analysis and related research gaps in the relevant disciplines.</p> <p>Results</p> <p>We found that to date most assessments have focused their analysis more heavily on one aspect of the framework (e.g., economic analysis). While a wide range of methods was applied to various policies and regions, results from multiple studies provide strong evidence that the short-term public health and economic benefits of ancillary benefits related to GHG mitigation strategies are substantial. Further, results of these analyses are likely to be underestimates because there are a number of important unquantified health and economic endpoints.</p> <p>Conclusion</p> <p>Remaining challenges include integrating the understanding of the relative toxicity of particulate matter by components or sources, developing better estimates of public health and environmental impacts on selected sub-populations, and devising new methods for evaluating heretofore unquantified and non-monetized benefits.</p

Vehicle Fuel Efficiency Working Group: final report

This report evaluates a number of potential vehicle fuel efficiency measures, following consideration of public comment on a discussion paper releasedin September 2008. The report was prepared in response to the Council of Australian Governments\u27 request for a package of vehicle fuel efficiency measures designed to move Australia toward international best practice. Following consideration of the report\u27s recommendations, COAG agreed to a range of actions, which include undertaking a Regulatory Impact Statement to assess the costs and benefits of introducing CO2 emission standards for light vehicles. The actions agreed by COAG are set out in the National Strategy on Energy Efficiency

Young driver restrictions - does the evidence support them?

Objective: To assess the suitability of Queensland's graduated licensing system in the context of rural and remote Queensland.\ud \ud Design: Age-based comparison of crash data collected by the Rural and Remote Road Safety Study (RRRSS).\ud \ud Setting: Rural and remote North Queensland.\ud \ud Participants: A total of 367 vehicle controllers aged 16 years or over hospitalised at Townsville, Cairns or Mount Isa for at least 24 hours, or killed, as a result of a vehicle crash.\ud \ud Measurements: Specific RRRSS variables are assessed in relation to Queensland's graduated licensing program, including rates of unlicensed driving/riding, late night crashes, crashes with multiple passengers, contributing factors in crashes and vehicle types involved.\ud \ud Results: While people between 16 and 24 years of age comprise 16% of the target population, 25% of crashes meeting RRRSS criteria involved a vehicle controller in that age group. 12.8% of all cases involved an unlicensed driver/rider, within which 66% were below 25 years of age. Young drivers/riders were represented in 50% of crashes occurring between 11:00 p.m. and 5:00 a.m., and 33% of crashes in vehicles with multiple passengers. Motorcyclists represented about 40% of cases in both age groups. There were no significant differences between age groups in vehicle types used, or circumstances that contributed to crashes.\ud \ud Conclusions: The general overrepresentation of young drivers/riders in rural and remote North Queensland supports tailored interventions, such as graduated licensing. However, while some measures in the legislation are well supported, problems surrounding unlicensed driving/riding might be exacerbated

Estimating changes in emissions from bus rapid transit: making best use of transport sector experience

Bus rapid transit (BRT) systems have been implemented in the last 30 years in Europe, Latin America, Oceania, United Kingdom, Asia, and North America to provide improved levels of public transport service. The associated benefits of reduced greenhouse gas emissions and energy consumption have been increasingly recognized. The clean development mechanism (CDM) provides two approved methodologies for estimating and verifying reduced greenhouse gas emissions due to modal switch induced by BRT. However, the methods do not fully account for established transport sector experience on the complexities of forecasting and measuring the direct and induced changes in travel behavior. Incorporation of relevant experience from the transport sector would lead to improved methods for ex ante estimation of changes in emissions and energy consumption. Similarly, by focusing on the key factors that influence emissions and energy consumption, verification procedures could be made more relevant and efficient. Transport sector experience also indicates limitations in the approach used to derive the baseline case in the CDM methodologies (i.e., the situation that would have been the case without the project). Current CDM methodologies also do not distinguish between vehicle drivers and passengers when considering the impact of a switch from private vehicles, and do not adequately take account of the changes in location and travel behavior that could occur. These limitations, which are equally applicable to other rapid transit improvement projects, are reviewed, and examples are given of the extent of misestimation that could occur. Consideration is also given to improved methodologies. The benefits of learnings from the transport sector are illustrated