The impact on human health of car-related air pollution in the UK, 1995-2005

We have analysed the impact on human health of emissions produced by the UK car fleet in the years 1995 and 2005. Calculations were based on reported measurements of pollutant concentration, literature values of exposure response coefficients and data for mortality and morbidity. A share was attributed to the car fleet based on emissions data. Although the total distance driven in the UK increased by 16% over this period to 460 billion km, there was a significant fall in engine emissions as increasingly stringent regulations (EURO standards) were introduced. As a result there was a decrease of some 25% in the number of deaths attributable to car-related air pollution – down to 5589 in 2005. The estimated number of years of life lost at 65 000 (England and Wales) in 2005, was about half that caused by road accidents involving cars in the same year. We report further calculations which show the effect of car-related pollution on hospital admissions. Our method is straightforward, providing acceptable estimates for health impacts on the predominantly urban population of the UK. There remains a need for more work, particularly cohort studies of morbidity, to establish the long-term effects of air pollution

Materialising links between air pollution and health: How societal impact was achieved in an interdisciplinary project

Societal impact is an increasingly important imperative of academic funding. However, there is little research to date documenting how impact is accomplished in practice. Drawing on insights from Actor-Network Theory, we explore the research-policy interface within an interdisciplinary research project on the relationships between air pollution and human health. Health policy impact was important to the researchers for moral as well as pragmatic reasons but it was a goal that was seen as potentially in tension with that of doing science. In fields such as air pollution and health, networks of policymakers and researchers are inevitably entangled, and we found that processes of engagement operated to delineate science from policy. Health was initially black-boxed and under-explicated, used as a signifier in itself for societal impact. By mobilising networks of policy actors, brought together in workshops to rank the importance of policy scenarios for the research team, the connections between air pollution and health were materialised and made actionable. This was achieved by framing existing data sets, emission technologies, policy expertise, pollutant species and human health in particular ways and, in doing so, excluding others. The process of linking air pollution and health research to achieve societal impact not only influenced how these phenomena were known but, critically, enabled and constrained potential policy responses. Tracing these research arrangements made the material discursive processes of 'impact' visible and analysable as objects of social science scholarship, and therefore generated a productive site for critically engaging with processes of environment and health science and policy

Mobility justice in low carbon energy transitions

Mobility systems raise multiple questions of justice. Work on mobility justice and policy often treats different elements of the debate separately, for example focussing on environmental justice or accessibility. This is problematic as it can privilege policy solutions without a full view of the winners and losers and the values implicit in that. Using analysis of current policy, we investigate how mobility justice can reconcile its different components, and find two major consequences. First, is doubt about the justice of the existing policy approach which tries to tackle transport pollution primarily through a shift to low emission vehicles. This approach privileges those with access to private vehicles and further privileges certain sets of activities. Second is a need to reassess which basic normative ideas should be applied in mobility justice. Work on mobility justice has tended to appeal to conceptions of justice concerned with access to resources including resources enabling mobility. These conceptions say little about how resources should be used. We show that avoiding stark inequalities means collectively thinking about how resources are used, about how we value activities involving mobility, and about what sorts of goods and services we create

Environmental movements, waste and waste infrastructure: An introduction

The increasing amount and complex nature of municipal waste presents problems of management. Recognising the inadequacies of landfill, waste management authorities proposed incineration, but large-scale incineration provoked more public concern and protest. Concerns about toxicity of incinerator emissions led to tighter regulation, but as evidence of the impacts of air pollution upon human health has hardened, opposition to incineration has persisted. The inequitable distribution of exposure to waste-related risks has generalised demands for environmental justice. There is variation in the extent to which anti-incinerator campaigns are networked among themselves and with environmental NGOs, but such networking has increased and is now transnational. New technologies mitigate some of the hazards of modern waste management but are unlikely to eliminate public protest over the siting of waste infrastructure. © 2009 Taylor & Francis

A framework of sustainable behaviours tha can be enabled through the design of neighbourhood-scale developments

The purpose of this paper is to present, and explain, the development of a framework of sustainable behaviours that can, potentially, be enabled through the design of neighbourhood-scale developments. To be sustainable, such developments need to be technically sustainable (i.e. in terms of materials, construction methods and so on) and to support behavioural sustainability by their residents. This paper focuses on the latter. Drawn from a literature review, the paper presents eight sustainable behaviours that are argued to be enabled by specific design features of neighbourhood developments. These are the following: use less energy in the home; use less water in the home; recycle waste; maintain and encourage biodiversity and ecologically important habitats; make fewer and shorter journeys by fuel inefficient modes of transport; make essential journeys by fuel efficient modes of transport; take part in local community groups, local decision making and local formal and informal social activities and use local services, amenities and businesses. Both theory and empirical evidence underpinning the claimed relationships between the design features and the eight behaviours are presented. The framework, and accompanying explanations, are offered as tools for further research, and as references for practitioners such as urban designers, architects and planners seeking some clarity on designing for behavioural sustainability at the neighbourhood scale. Copyright © 2006 John Wiley & Sons, Ltd and ERP Environment