Introducing willingness-to-pay for noise changes into transport appraisal: an application of benefit transfer.

Numerous research studies have elicited willingness-to-pay values for transport-related noise, however, in many industrialised countries including the UK, noise costs and benefits are still not incorporated into appraisals for most transport projects and policy changes (Odgaard et al, 2005; Grant-Muller et al, 2001). This paper describes the actions recently taken in the UK to address this issue, comprising: primary research based on the city of Birmingham; an international review of willingness-to-pay evidence; development of values using benefit transfers over time and locations; and integration with appraisal methods. Amongst the main findings are: that the willingness-to-pay estimates derived for the UK are broadly comparable with those used in appraisal elsewhere in Europe; that there is a case for a lower threshold at 1 45dB(A)Leq,18hr1 rather than the more conventional 55dB(A); and that values per dB(A) increase with the noise level above this threshold. There are significant issues over the valuation of rail versus road noise, the neglect of non-residential noise and the valuation of high noise levels in different countries. Conclusions are drawn regarding the feasibility of noise valuation based on benefit transfers in the UK and elsewhere, and future research needs in this field are discussed

New appraisal values of travel time saving and reliability in Great Britain

© 2017, The Author(s). This paper provides an overview of the study ‘Provision of market research for value of time savings and reliability’ undertaken by the Arup/ITS Leeds/Accent consortium for the UK Department for Transport (DfT). The paper summarises recommendations for revised national average values of in-vehicle travel time savings, reliability and time-related quality (e.g. crowding and congestion), which were developed using willingness-to-pay (WTP) methods, for a range of modes, and covering both business and non-work travel purposes. The paper examines variation in these values by characteristics of the traveller and trip, and offers insights into the uncertainties around the values, especially through the calculation of confidence intervals. With regards to non-work, our recommendations entail an increase of around 50% in values for commute, but a reduction of around 25% for other non-work—relative to previous DfT ‘WebTAG’ guidance. With regards to business, our recommendations are based on WTP, and thus represent a methodological shift away from the cost saving approach (CSA) traditionally used in WebTAG. These WTP-based business values show marked variation by distance; for trips of less than 20miles, values are around 75% lower than previous WebTAG values; for trips of around 100miles, WTP-based values are comparable to previous WebTAG; and for longer trips still, WTP-based values exceed those previously in WebTAG

Methodologies used to estimate tobacco-attributable mortality: a review

<p>Abstract</p> <p>Background</p> <p>One of the most important measures for ascertaining the impact of tobacco on a population is the estimation of the mortality attributable to its use. To measure this, a number of indirect methods of quantification are available, yet there is no consensus as to which furnishes the best information. This study sought to provide a critical overview of the different methods of attribution of mortality due to tobacco consumption.</p> <p>Method</p> <p>A search was made in the Medline database until March 2005 in order to obtain papers that addressed the methodology employed for attributing mortality to tobacco use.</p> <p>Results</p> <p>Of the total of 7 methods obtained, the most widely used were the prevalence methods, followed by the approach proposed by Peto et al, with the remainder being used in a minority of studies.</p> <p>Conclusion</p> <p>Different methodologies are used to estimate tobacco attributable mortality, but their methodological foundations are quite similar in all. Mainly, they are based on the calculation of proportional attributable fractions. All methods show limitations of one type or another, sometimes common to all methods and sometimes specific.</p

Iron Behaving Badly: Inappropriate Iron Chelation as a Major Contributor to the Aetiology of Vascular and Other Progressive Inflammatory and Degenerative Diseases

The production of peroxide and superoxide is an inevitable consequence of aerobic metabolism, and while these particular "reactive oxygen species" (ROSs) can exhibit a number of biological effects, they are not of themselves excessively reactive and thus they are not especially damaging at physiological concentrations. However, their reactions with poorly liganded iron species can lead to the catalytic production of the very reactive and dangerous hydroxyl radical, which is exceptionally damaging, and a major cause of chronic inflammation. We review the considerable and wide-ranging evidence for the involvement of this combination of (su)peroxide and poorly liganded iron in a large number of physiological and indeed pathological processes and inflammatory disorders, especially those involving the progressive degradation of cellular and organismal performance. These diseases share a great many similarities and thus might be considered to have a common cause (i.e. iron-catalysed free radical and especially hydroxyl radical generation). The studies reviewed include those focused on a series of cardiovascular, metabolic and neurological diseases, where iron can be found at the sites of plaques and lesions, as well as studies showing the significance of iron to aging and longevity. The effective chelation of iron by natural or synthetic ligands is thus of major physiological (and potentially therapeutic) importance. As systems properties, we need to recognise that physiological observables have multiple molecular causes, and studying them in isolation leads to inconsistent patterns of apparent causality when it is the simultaneous combination of multiple factors that is responsible. This explains, for instance, the decidedly mixed effects of antioxidants that have been observed, etc...Comment: 159 pages, including 9 Figs and 2184 reference

Lightning-Induced Volcanic Spherules

Glass spherules have been documented in many geologic deposits and are formed during high-temperature processes that include cloud-to-ground lightning strikes, volcanic eruptions of low-viscosity magmas, and meteorite impacts. This study reviews the known glass spherule–forming processes and proposes, for the first time, a mechanism induced through the heat generated by volcanic lightning in eruptive columns and plumes (laterally spreading clouds) during explosive eruptions. Ash-fall samples were collected from two eruptions where volcanic lightning was extensively documented: the A.D. 2009 eruption of Mount Redoubt, Alaska (USA), and the 2010 eruption of Eyjafjallajökull, Iceland. These samples reveal individual glass spherules ∼50 μm in average diameter that compose \u3c5% of the examined portion of the deposit. Textures include smooth, hollow, or cracked spherules, as well as aggregates, which suggest melting of ash particles as a result of proximity to the electrical discharge channel and subsequent re-solidification of the particles into spherical morphologies. The natural ash-fall samples are compared with pseudo-ash samples collected from high-voltage insulator experiments in order to test our hypothesis that volcanic ash particles can be transformed into glass spherules through the heat generated by electrical discharge. We refer to this new morphological classification of ash grains as lightning-induced volcanic spherules and hypothesize that this texture not only provides direct physical evidence of lightning occurrence during explosive eruptions, but will also increase settling velocities and reduce aggregation of these particles, affecting ash transport dynamics

The Intention to Move and Residential Location Choice Behaviour

This paper aims to quantify the extent to which transport and other factors impact on residential decisions using Oxfordshire, UK, as a case study. It investigates the impacts of the current dwelling, household characteristics and alternative properties on the probability of moving. It also highlights the trade-off between access, space and other attributes in residential location choice. Particular emphasis is placed on assessing the impact of transport and location-embedded amenities. A nested logit model is applied to estimate the indirect random utility functions of the intention to move and residential location choice based on stated preference data. The estimation results of the intentions to move model illustrate the impact of housing and household characteristics on the probability of moving. The estimation results of the residential location choice model quantify the trade-offs between transport, amenities and other factors

From anecdotes to quantification: advances in characterizing volcanic eruption impacts on the built environment

Over the past 20 years, our understanding of volcanic eruption impacts on the built environment has transformed from being primarily observational with small datasets to one grounded in field investigations, laboratory experiments, and quantitative modeling, with an emphasis on stakeholder collaboration and co-creation. Here, we summarize key advances and knowledge gaps of impacts across volcanic hazards and built environment types from the past 20 + years. Studies have concentrated on impacts from tephra fall (ash) and to buildings, with less examination of other hazards’ impacts to critical infrastructure. As we look to the next decade, we speculate on likely research directions, including the increasing role of new technologies, higher resolution modeling, transdisciplinary collaborations, and evidence-based mitigative solutions

EXTERNALITIES AND PARTIAL TAX REFORM: DOES IT MAKE SENSE TO TAX ROAD FREIGHT (BUT NOT PASSENGER) TRANSPORT?

Externalities such as pollution and road congestion are jointly produced by the use of intermediate inputs by firms and the consumption of final goods by households. To cope with such externalities, policy proposals often suggest partial tax reforms. This paper uses a simple general equilibrium model to explore the effects of a reform of taxes on freight transport in a second-best setting. The theoretical model shows that the welfare effect of higher freight taxes is positive, unless passenger transport is severely under-taxed and the tax reform attracts substantially more passenger transport. Moreover, the optimal freight tax may be below or above marginal external cost. Budgetary neutral tax reform exercises with a numerical simulation model for the U.K. suggest that, under a wide variety of parameter values, higher freight transport taxes are indeed welfare increasing. The welfare gain of freight tax reform rises with the level of the passenger tax, but the optimal freight tax declines at higher taxes on passenger transport. Substantial net benefits of tax reform are obtained only under labor tax recycling of the revenues. Copyright Blackwell Publishing, Inc. 2007