Urban Transport and Health

Division 44
Water, Energy and Transport
Urban Transport and Health
Recommended Reading and Links
August 2010
Division 44
Preface
Transport is a key element of life in the 21st Century, providing us with access to work,
school, shopping, social networks and recreation. Transport could take many forms -
walking, cycling, and use of motor vehicles or public transport.
Policy-makers are facing increasing pressure to meet the changing mobility needs of
citizens in ways which are economically, socially and environmentally sustainable.
Additionally, health aspects assume prime influence on transport development
policies, as transport affects the health of the whole city‟s population through its
positive and negative impacts on the living environment.
Key negative health impacts from urban transport include injuries from road traffic
accidents, noise annoyances and disturbances, respiratory problems due to air
pollution and overweight/obesity associated to reduced physical activity as a result of
choosing driving instead of walking or cycling. Activities like spending excessive time
on the roads being stuck in traffic congestion or travelling in poor road conditions for
extended periods have also been known to contribute to large amount of stress and
fatigue in human beings, which leads to health problems. Isolation and social
exclusion as a result of the inability to access transport and lack of transport access
for health care services could also be classified as negative health related transport
impacts. The major vulnerable groups in a typical urban setting would usually include
children, the elderly, the disabled (in cases where transport systems are not
designed to cater to their needs), cyclists and pedestrians. In reality, anyone who is
not in a closed vehicle and shares road space with traffic is vulnerable. This includes
non-road users like hawkers, vendors and traffic policemen on and along the roads.
The promotion of healthy and sustainable transport systems and alternatives could
prevent the negative effects of transport patterns on human health. In order to
achieve this, cooperation among sectors and high-level political commitments are
crucial to ensure that health issues are considered when transport policies are
formulated.
Western countries and especially developing countries face conflicting demands

when making transport policies. While transport plays a key role in a country‟s
economic growth and development, concerns regarding social sustainability of
transport policies, and how they can harm human health and the environment tend to
get side tracked.
This reading list on “Transport and Health” prepared by GTZ, provides firstly, an
overview of key organisations and development goals relating to transport and health.
It then discusses impacts of conventional road transport activities on people‟s health
and discusses the possibilities of moving to more sustainable and healthy transport
modes. The structure of the reading list is organized as follows:
 Key organisations in the field

 Transport as access to health services
 Air pollution, noise and congestion
 Greenhouse gas (GHG) emissions and climate change
1
Division 44
 Road traffic safety and protection against accidents

 Health benefits of public transit, walking and cycling
For more information on our work, please see the last page of this document and visit
our web page: www.sutp.org
2
Division 44
Key Organisations in the Field

International Health Organizations are usually divided into three groups: multilateral
organizations, bilateral organizations, and non-governmental organizations. This
reading list focusses on organizations that are active with respect to the interlinkages
between transport and health.
World Health Organization (WHO) (Regional Office for Europe)

http://www.euro.who.int/en/what-we-do/health-topics/environmental-health/Transport-
and-health
WHO is the authority responsible for public health in the United Nations framework of
organizations. The Organization identified the following as health issues in the
transport sector in its 1999 “Charter on Transport, Environment and Health”:
- traffic crashes are a major cause of death and serious injuries
- road transport is a major contributor to human exposure to air pollution
- increasing exposure to levels of traffic noise can damage hearing permanently
- physically active forms of transport offer significant positive health effects
- heavy road traffic can divide communities and reduce social support
- vulnerable groups are effected by traffic – particularly people with disabilities,
older people, children and young people, and people living and working in
areas of high pollution and noise
- traffic crashes can have devastating impact on low-income households and
can contribute to poverty
WHO/Europe‟s work contributes to achieving the goals of the WHO European

process on environment and health and of the Transport, Health and Environment
Pan-European Program (THE PEP).
The following links provide direct access to the work of the WHO Regional Office for
Europe.
Facts and Figures

and-health/facts-and-fiigures
Publications
and-health/publications
Health and Environment Linkages Initiative (HELI)

http://www.who.int/heli/en/
HELI is a global effort by WHO and UNEP to support action by developing country
policymakers on environmental threats to health. HELI encourages countries to
address health and environment linkages as integral to economic development. It
supports valuation of ecosystem 'services' to human health and well-being – services
ranging from climate regulation to provision/ replenishment of air, water, food and
3
Division 44
energy sources and generally healthy living and working environments. HELI
activities include country-level pilot projects and refinement of assessment tools to
support decision-making.
Links to current HELI pilot projects:
Jordan: water is life
Thailand: healthy agriculture
Uganda: a herding tradition and modern livestock development
Health Effects Institute (HEI)

http://www.healtheffects.org
HEI is a nonprofit corporation established in 1980 as an independent research

organization to provide high-quality, impartial, and relevant science on the health
effects of air pollution. Other public and private organizations periodically support
special projects or certain research programs.
To accomplish its mission, HEI
 Identifies the highest priority areas for health effects research;
 Funds and oversees the conduct of research projects;
 Provides intensive independent review of HEI-supported and related research;
 Integrates HEI‟s research results with those of other institutions into broader
evaluations; and
 Communicates the results of HEI research and analyses to public and private
decision makers.
International Association of National Public Health Institutes (IANPHI)

http://www.ianphi.org/
The IANPHI – is a global initiative that aims to develop stronger and more
coordinated public health systems through the development and support of national
public health institutes (NPHIs). IANPHI is also a professional association for NPHI
directors, providing a platform for advocacy and collective action in addressing public
health challenges and opportunities. IANPHI has more than 60 members and is
funding NPHI development projects in more than 25 countries.
Pan American Health Organization (PAHO)

http://new.paho.org/hq/
The Pan American Health Organization (PAHO) is an international public health

agency with more than 100 years of experience in working on improving the health
and living standards of the countries of the Americas. It serves as the specialized
organization for health of the Inter-American System. It also serves as the Regional
Office for the Americas of the World Health Organization and enjoys international
recognition as part of the United Nations system.
4
Division 44
The Global Road Safety Partnership (GRSP)

http://www.grsproadsafety.org/
The GRSP brings together governments and governmental agencies, the private
sector and civil society organizations to address road safety issues in low and middle
income countries. GRSP is a hosted program of the International Federation of Red
Cross and Red Crescent Societies (IFRC), based in Geneva.
Traditionally, road accidents have been seen as an unfortunate consequence of a

transport system and as a problem for the transport sector. However, the direct costs
of the growing number of crashes falls mostly on the health sector, businesses and
families. Today it is widely acknowledged that many sectors have a role to play in
road safety, especially in the prevention of crashes, deaths and injuries. GRSP
brings together these sectors at the global, national and sometimes local government
level. GRSP provides advice on good practices and facilitates projects in a growing
number of countries.
Transport and Health Study Group (THSG)

http://www.stockporthealth.nwest.nhs.uk/thsg/
The THSG is an independent scientific society set up to study the links between
transport and health and to promote a healthy transport system. It is predominantly a
UK body but is at an early stage of expanding into a European body.
Transport, Health and Environment – Pan-European Program (PEP)

http://www.unece.org/thepep/en/welcome.htm
The PEP, established in 2002, aims to bring together key players from these sectors
and make their integration a reality. THE PEP pools capacities and skills from
Europe, Caucasus, Central Asia and North America, linking regional and grassroots
players. It offers a platform for countries to share information and know-how and
benefit from each others‟ experience. By integrating transport, health and
environment policies, THE PEP contributes to a greener economy, safeguarding
health and the environment.
The Transport and Health Group

http://www.lshtm.ac.uk/
http://www.lshtm.ac.uk/nphiru/research/transportandhealthgroup/transportandhealthg
roup.pdf
The Transport and Health Group is a multi-disciplinary team of academics at London

School of Hygiene and Tropical Medicine (LSHTM) with research interests in the
public health impacts of transport.
5
Division 44
Other General Players in the Field
Bicycling Empowerment Network (BEN)

http://www.benbikes.org.za/index.htm
The mission of BEN is poverty alleviation through the promotion of the use of the
bicycle in all of its forms, in order to enhance low-cost non-motorised transport, and
improve health through linking exercise and mobility. In collaboration with local and
international partners, BEN facilitates the transportation of bicycles from Europe, the
Americas and Asia to Southern Africa; the establishment of bicycle workshop
projects; distribution of these bicycles to strategically selected groups of recipients;
and the planning and introduction of bicycle user paths and integrated linking
networks.
Clean Air Initiative (CAI)

http://www.cleanairnet.org/cai/1403/channel.html
The CAI advances innovative ways to improve air quality in cities by sharing
knowledge and experiences through partnerships in selected regions of the world.
The following internet portals are efforts of the CAI for cities in different regions. They
provide data, new information, cross-cutting expertise and regional networks for the
exchange of experience in urban development, transport, energy reform,
environmental management and environmental health.
CAI-Asian Center:
http://www.cleanairnet.org/caiasia/1412/channel.html
Latin America:
http://www.cleanairnet.org/lac/1471/channel.html
Sub-Saharan Africa:
http://www.cleanairnet.org/ssa/1414/channel.html
European Transport Safety Council (ETSC)

http://www.etsc.eu/home.php
http://www.etsc.eu/documents/Safety%20Monitor%20_%20July%202010.pdf
ETSC is a Brussels-based independent non-profit organization dedicated to the

reduction of the number and severity of transport crash injuries in Europe. Its latest
publication “Safety Monitor 81, July 2010 – ambitious target, weak program” focuses
on the EU Road Safety Program 2011-2020.
ETSC welcomes the adoption of new EU Road Safety Policy Orientations 2011-2020
with the target to reduce road deaths by 50% by 2020 and the new emphasis on
6
Division 44
serious injuries. The goal is ambitious but the measures announced by the European
Commission call seriously into question the chances of achieving it.
Institute for Transportation and Development Policy (ITDP)

http://www.itdp.org/
The ITDP is a leading organization in the promotion of environmentally sustainable

and equitable transportation policies and projects worldwide.
An example for good practice in healthcare projects in the transport sector is the
ITDP contribution to "Facts and Main Findings from the ITDP Healthcare Projects in
Africa 2003 - 2007". The report contains experiences gained in 4 pilot projects in
Ghana, Senegal, South Africa and Uganda concerning mobility and access to
healthcare.
http://www.itdp-
europe.org/assets/documents/Healthcare_and_Transport_in_Africa.pdf
Institute of Public Health in Ireland

http://www.publichealth.ie/
The Institute of Public Health in Ireland (IPH) promotes cooperation for public health
between Northern Ireland and the Republic of Ireland by
strengthening public health intelligence;

building public health capacity;
policy and programme development and evaluation.
National Health Committee (NHC) New Zeeland

http://www.nhc.health.govt.nz/
The National Health Committee (NHC) provides the New Zealand Minister of Health
with independent advice on a broad spectrum of health and disability issues. The
NHC incorporates the Public Health Advisory Committee, which provides the Minister
with public health advice. On this website you can find out more under about us,
including the work programme, news, media releases and NHC publications
available for download.
Transport as Access to Health Services

Transport is essential for human health, because it provides necessary access to
other social infrastructure and services such as health care. In developing countries,
many (usually poor) households don‟t have access to reliable transport services.
Development policy must focus on the weaknesses of transport access for health.
7
Division 44
Babinard et al. (2006): Maternal and Child Mortality Development Goals: What
Can the Transport Sector Do?
http://siteresources.worldbank.org/INTTSR/Resources/tp12_main_text_maternal_hea
lth.pdf
The reduction of child mortality and the improvement of maternal health are two of
the Millennium Development Goals (MDGs) of the United Nations. This paper
focuses on the ways in which transport and road infrastructure play key roles in the
overall delivery of and access to health services, and in the effectiveness of the
health referral process. Many households do not have the reliable, suitable, and
affordable transport services that are essential for access to care during the critical
prenatal and neonatal periods. Emergency access to healthcare is also critical
because many childbirth-related complications are unpredictable and the majority of
births in developing countries continue to take place at home.
Bicycling Empowerment Network Namibia (BEN Namibia), AIDS Low Unit/Legal

Assistance Centre (ALU/LAC) and International Community of Women Living with
HIV/AIDS (ICW-Namibia) (2008): Impact of transport on access to health
services for PLWHA in Namibia
http://www.ifrtd.org/en/full.php?id=263
Transport has a crucial role to play in increasing Namibian communities‟ access to

health services, particularly for people living with HIV/AIDS (PLWHA).
This research conducted by the Bicycling Empowerment Network Namibia in

partnership with the International Community of Women Living With HIV/AIDS and
the AIDS Law Unit from the Legal Assistance Centre, from August to October 2007,
demonstrated that there is strong need for intersectoral initiatives to provide
appropriate and affordable transport solutions to patients and health workers in the
country.
British Medical Journal (BMJ) (1999): A Different Route to Health: Implications of

Transport Policies
http://www.bmj.com/cgi/content/extract/318/7199/1686
Travel how, where, and how often we do it has major implications for the health of
individuals and of the population. Transport activities impact on health, both
negatively and positively; and transport policies are now a key determinant of health.
Health has to be included on the transport policy agenda if gains are to be achieved,
and health professionals have a key role in this.
In this article on the implications of transport policies, the author draws on an

extensive review to which many experts contributed and which will soon be published
as a book by the World Health Organization. The author also draws on the
preparatory work for the Charter on Transport, Environment, and Health which was
adopted at the Ministerial Conference on Environment and Health held in London.
8
Division 44
British Medical Journal (BMJ) (2000): Health Impact Assessment

http://www.bmj.com/cgi/content/extract/320/7246/1395?ijkey=f8b45c3e0a1941be36d
342aa62a2b844cc54bddd&keytype2=tf_ipsecsha
Health impact assessment is a means of evidence based policy making for

improvement in health. It is a combination of methods whose aim is to assess the
health consequences of a population of a policy, project, or program that does not
necessarily have health as its primary objective.
Health impact assessment is a multidisciplinary process within which a range of

evidence about the health effects of a proposal is considered in a structured
framework. It takes into account the opinions and expectations of those who may be
affected by a proposed policy.
European Agency for Safety and Health at Work (2010): E-fact 47: Health
Promotion in the Transport Sector
http://osha.europa.eu/en/publications/e-facts
Promoting health at the workplace requires a holistic approach. Any initiatives should
consider the worker‟s personal life, their working life, and the interaction between the
two. Working conditions are known to influence the general health of workers; for
example, sedentary work can contribute to obesity. Similarly, workers‟ personal
habits, attitudes and lifestyle choices affect their health and wellbeing, and also can
have an impact on their work performance.
Institute for Transportation and Development Policy (ITDP): Summary on the

FABIO/BSPW - Bicycle Ambulance Project (Uganda)
http://ifrtd.gn.apc.org/mobilityandhealth/ed/uploads/Bikeambulancesarticle.pdf
During the period between January and December 2001, 100 ambulance-trailers
were assembled by the BSPW (Bicycle Sponsorship Project & Workshop) for the
FABIO Bicycle Ambulance Project. The bicycles in combination with their specially
built trailers, financed through donations were distributed in Kabale, Bugiri and Soroti
District has recorded good results. It‟s only limitation is the high cost of production of
the bicycle ambulances.
Though no statistical figures were presented, the bicycle ambulance project was
found to contribute to the reduction of infant and maternal mortality in peri-urban and
rural Uganda. It provided the only affordable and appropriate transport – system for
patients of low income households.
Institute for Transportation and Development Policy (ITDP) (2008): Healthcare &
Transport in Africa
http://www.itdp-
europe.org/assets/documents/Healthcare_and_Transport_in_Africa.pdf
9
Division 44
This article is an evaluation of four pilot projects in Ghana, Senegal, South Africa and
Uganda taken up by the Institute for Transportation and Development Policy (ITDP)
offices based in the USA and Europe. The purpose of the evaluation is to promote
healthcare access in the target countries. Further examples are given from Tanzania
and Niger to illustrate the conditions of the transport system in Africa.
Hook et al. (2005): Urban Transport and the Millennium Development Goals
http://siteresources.worldbank.org/INTTSR/Resources/Hook_MDG_and_Transport_A
rticle_final_nov05_no_pictures.pdf
The United Nations Millennium Development Goals (MDGs) are eight goals that all
191 UN member states have agreed to try and achieve by the year 2015. The MDGs
do not include any specific goals or targets related to transport, though transport
sector interventions are critical to meeting many of the goals. The lack of inclusion of
concrete targets for transport in the Millennium Development Goals carries with it two
risks: 1) that critical transport sector interventions will get left off the development
agenda entirely, and 2) that the lack of specific targets will give wide latitude to donor
agencies and governments to intervene in the sector without any clear guidance from
the MDGs, leading to unspecific interventions that do little to reduce poverty or
perhaps even make it worse.
This article is an effort to set clearer targets and goals for transport interventions that
will help meet the Millennium Development Goals. It is focused on urban transport
interventions, but similar goals should also be set for rural transport.
National Health Service, GB (NHS) (2005): Improving Health through Transport

http://www.healthandtransportgroup.co.uk/articles/makingcase_health_transport.pdf
It is clear that transport and health are inextricably linked. Transport has major health
impacts – through accidents, levels of physical activity undertaken, effects on air
pollution, and access to a range of services. The organization of health services can
add to or alleviate all these impacts, as well as make it more or less difficult for
people to travel to and between healthcare settings. The provision of transport
services (including issues such as car parking) have major cost implications, as does
addressing the health issues associated with transport.
This document sets out broadly:
• Impacts of transport: physical activity, injuries, air pollution, access to services,

social networks and community severance, health inequalities, economic costs
• Policy drivers
• Taking action: introducing patient and staff travel plans, implementing a physical
activity strategy, contributing resources/support to local transport programmes,
contributing to local accessibility planning, assessing the health impact of local
transport plans/schemes
10
Division 44
New South Wales (NSW, Australia) Department of Health: Transport for Health
http://www.health.nsw.gov.au/initiatives/iptaas/index.asp
The initiative Transport for Health provides a range of transport and travel assistance
to people who cannot use or have difficulty using public and/or private transport or
who are disadvantaged by distance. It integrates all non-emergency health related
transport assistance programs into a single multifaceted transport assistance
program in each Area Health Service.
Transport for Health includes the Isolated Patients Travel and Accommodation
Assistance Scheme (IPTAAS), the Statewide Infant Screening-Hearing (SWISH)
Travel program, the Health Related Transport Program, inter-facility transport
schemes and the former Transport for Health program.
Social Development Department / The World Bank (2006): Social Analysis in

Transport Projects: Guidelines for Incorporating Social Dimensions into Bank-
Supported Projects
http://siteresources.worldbank.org/EXTTSR/Resources/SA_Transport_wb.pdf
Effective transport systems are an integral part of a good quality of life, enabling
people to access resources, jobs, health care, pursue an education, and to market
food, goods and services. At their best, transport projects can provide access and
employment opportunities to communities and the private sector, provide a platform
for widespread stakeholder consultation and participation in decision making,
promote integrated development planning and ultimately, improved social
development and economic growth.
This document helps to maximize the opportunities for positive outcomes and also
helps to reduce or mitigate the risks and negative impacts of construction activity,
institutional changes and policy reforms. It is also expected to be of use to
governments, civil society and other stakeholders in considering how best to
integrate social issues in their development efforts.
South African Health Review (2002): Transport for Health Care Delivery
http://siteresources.worldbank.org/INTTSR/Resources/SASR2002REview_chapter18
.pdf
The lack of transport to ensure timely transfer of patients between levels of health
care and for delivery of medicines, vaccines, and other essential equipment is a
commonly heard woe of health workers, particularly from those working in rural
areas, but is often overlooked and rarely researched.
This article explores some of the complexities of the present transport management
systems for health service delivery within the public sector through three provincial
case studies, namely Limpopo, Mpumalanga and Gauteng. Some recommendations
for improved management and for further research are made.
11
Division 44
The World Bank: Transport Strategy to Improve Accessibility in Developing

Countries
http://siteresources.worldbank.org/INTTSR/Resources/accessibility-strategy.pdf
This paper outlines guidance for addressing the access and mobility needs of
disabled and elderly people in the context of the World Bank‟s mission to reduce
poverty and discusses the main challenges for providing inclusive transport. It draws
attention to opportunities to learn from transport interventions and to current research
and describes the main activities fostered by the Transport sector in the World Bank.
United Nations Economic and Social Commission for Asia and the Pacific
(UNESCAP) (2005): Health without Borders: The Background
http://www.unescap.org/esid/hds/pubs/2442/2_TheBackground.pdf
When UNESCAP‟s Health and Development Section of the Emerging Social Issues
Division and the Transport Facilitation Section of the Transport and Tourism Division,
embarked on the „Health Without Borders’ project at the beginning of 2005, the
objective was to find sustainable solutions to improve the health of truck drivers in the
GMS. The inter-divisional collaboration was meant to address the health and
transport dimensions of the problem equally.
A key activity of the project was to undertake a deeper analysis of working conditions
and health behavior along selected transport corridor(s) as a basis for planning better
interventions. Based on this analysis, at least one health stop was to be piloted in
partnership with existing health facilities for transport workers. The research findings,
the lessons learned from the pilot interventions and policy recommendations to
address the underlying concerns would then be disseminated to all stakeholders. The
project also aimed to mobilize stakeholders, including the transport workers
themselves, transport enterprises, relevant ministries and government agencies, as
well as local and international NGOs to work more closely to address the health
concerns of long-distance road transport workers which have significant public health
implications.
World Health Organization (WHO) (2009): Sustainable and Healthy Transport Can
Help Boost Economies
http://www.euro.who.int/en/what-we-publish/information-for-the-
media/sections/press-releases/2009/01/sustainable-and-healthy-transport-can-help-
boost-economies
At the High-level Meeting on Transport, Health and Environment in Amsterdam, the

Netherlands, policy-makers from ministries of transport, health and the environment
across Europe are examining how innovative transport policies can create
employment and economic opportunities for a healthier society.
Studies show that investment in healthy and environmentally friendly transport –

including clean and efficient public transport systems and transport infrastructure –
can help reduce congestion, road traffic accidents and pollution, thereby contributing
12
Division 44
to healthier societies, sustainable mobility and wealth, and combating climate

change.
World Health Organization (WHO): Health Impact Assessment

http://www.who.int/hia/en/
Economic sectors such as transport, agriculture and housing have profound impacts
on health. For instance, transport is a major factor in traffic injuries, air pollution and
noise. But "healthy transport policies" can help reduce these risks, and so can
promoting walking and cycling. In agriculture, fertilizers and pesticides may boost
crop yields. But their wise usage is important to protect farm workers and consumers
from excessive chemical exposure. Health Impact Assessment (HIA) is a means of
assessing the health impacts of policies, plans and projects in diverse economic
sectors using quantitative, qualitative and participatory techniques.
Air Pollution, Noise and Congestion

Road Transport is the main source of air and noise pollution in urban areas.
Increased congestion in developing cities contributes more and more to such
pollution. Furthermore, traffic crashes caused by vehicles threatens the lives and
health of city residents.
Clark et al. (2007): The Effect of Transportation Noise on Health and Cognitive
Development: A Review of Recent Evidence
http://escholarship.org/uc/item/8434889m
This narrative review evaluates recent studies of aircraft and road traffic noise that
have advanced or synthesized knowledge about several aspects of adult and child
health and cognition. Studies have demonstrated a moderate effect of transport noise
on hypertension, cardiovascular disease and catecholamine secretion: there is also
evidence for an impact on psychological symptoms but not for the onset of more
serious clinically defined psychiatric disorders. In conclusion, noise is a main cause
of environmental annoyance and it negatively affects the quality of life of a large
proportion of the population.
Clean Air Initiative (CAI) (2008): Air Pollution Blamed as Study Finds Respiratory
Illness Hitting HCMC’s Children
http://www.cleanairnet.org/caiasia/1412/article-72487.html
Respiratory illness continues to be a major health concern for young children in Ho

Chi Minh City. According to a survey of 1,000 households in the city, more than 90%
of children under 5 were found to be suffering from respiratory illness in the past
year. Many of these illnesses become severe enough to result in hospitalization;
more than 28,000 children under five years of age were admitted to HCMC‟s
children‟s hospitals for acute lower respiratory infections (ALRI) from 2003 to 2005.
13
Division 44
European Environment Agency (EEA) (2009): Transport at a Crossroads. TERM

2008: Indicators Tracking Transport and Environment in the European Union
http://www.eea.europa.eu/publications/transport-at-a-crossroads/at_download/file
The recent economic downturn may lessen the demand for transport but the
transport sector still contributes significantly to rising emissions of greenhouse gases,
noise exposure, air pollution, fragmentation of habitats and impacts on wildlife. The
Transport and Environment Reporting Mechanism (TERM) report for 2008 highlights
this trend. Although there is growing awareness of the transport sector's
disproportionate impact on the environment, the report shows that there is little
evidence of improved performance or a shift to sustainable transport across Europe.
Health Effects Institute (HEI) (2010): Traffic-Related Air Pollution: A Critical

Review of the Literature on Emissions, Exposure, and Health Effects
http://pubs.healtheffects.org/view.php?id=334
This Special Report of the Institute's Panel on the Health Effects of Traffic-Related
Air Pollution is the most comprehensive and systematic review to date of the
scientific literature on emissions, exposure, and health effects from traffic-related air
pollution. It includes results on the populations exposed around major roads, the
associations between exposure to air pollution from traffic and human health, and
important remaining data gaps. Compared with the initial pre-print version released in
May 2009, this final version has undergone data verification and editorial changes;
however, the overall conclusions did not change.
Kjellstrom et al. (2003): Comparative Assessment of Transport Risks – How It

Can Contribute to Health Impact Assessment of Transport Policies
http://siteresources.worldbank.org/INTTSR/Resources/HIA_kjellstrom.pdf
Health impact assessment (HIA) and comparative risk assessment (CRA) have been
lauded as useful tools to bring research into policy- and decision-making. To date,
little systematic investigation has been made of how CRA can contribute to HIA. Both
tools have considerable potential to address the complex issues of health risks and
impacts of transport policies and planning activities and to incorporate transport
choices as a part of the complex picture of what constitutes a healthy society. As yet,
however, they have not been applied widely to transport decisions.
This study draws on the limited application of these tools in the context of road
transport to illustrate the potential benefits that comparative assessment of transport
risks could bring to HIAs of transport policies.
Transport & Environment (TE) (2010): Transport Noise and Health

http://www.transportenvironment.org/module-htmlpages-display-pid-16.html
Noise is increasingly recognized as a serious health hazard as well as a nuisance.

The WHO recognizes community noise, including traffic noise, as a serious public
health problem. This article outlines the various health effects of noise and provides
14
Division 44
links to further information. The effects must be considered in the European context
where half of citizens live in noisy surroundings, and a third experiences levels of
night time noise that disturb sleep.
Transport, Health and Environment Pan-European Program (THE PEP) (2009):

Economic Valuation of Transport-Related Health Effects: Summary
http://www.euro.who.int/__data/assets/pdf_file/0004/87484/PEP_EconValSum.pdf
The adverse health effects of road transport result from air and noise pollution, road
crashes and deterrent effects on walking and cycling as well as from less obvious
effects such as social isolation and reduced quality of life in neighborhoods affected
by heavy road traffic. The topics discussed in this report in more detail included road
noise, transport-related air pollution, road safety and insufficient physical activity
related to transport that hinders commuter cycling and walking.
The main objective of this project was to develop a practical approach to the
economic valuation of transport-related health effects, including a focus on children.
The project draws on state-of-the- art understanding of the links between transport
and health and on a review of how various economic studies have addressed the
issue of valuating transport-related health effects.
United Nations Economic Commission for Europe (UNECE) (2008): The Pan-
European Program on Transport, Health and Environment: Assessment and
Progress Made
http://www.unece.org/thepep/en/publications/THEPEP.assessment.en.pdf
This report assesses the effectiveness of THE PEP in improving communication,

cooperation and collaboration among the three sectors (transport, health, and
environment) and its impact on the development of intersectoral policies and
strategies in Member States with regard to the integration of environmental and
health concerns into transport policy. The report also assesses the institutional set-up
of THE PEP and its secretariat and makes recommendations for improvement.
United Nations Economic Commission for Europe (UNECE) (2008): Transport,

Health and Environment: Trends and Developments in the UNECE-WHO
European Region (1997-2007)
http://www.unece.org/thepep/en/publications/THE.trends.en.pdf
This report reviews developments and progress in transport, health and environment
since 1997. While transportation is an integral part of economic and social
development and is essential to the functioning of all societies, the report shows that
current patterns of transport and travel are not sustainable with increasing pressures,
in particular on urban areas. These include the negative effects on health and
ecosystems of transport-related air pollution and noise, greenhouse gas (GHG)
emissions, congestion, road traffic accidents and other effects.
15
Division 44
World Health Organization (WHO) (2000): Transport, Environment and Health

http://siteresources.worldbank.org/INTTSR/Resources/Transport_health&environmen
t.pdf
Transport facilitates access to jobs, education, markets, leisure and other services,
and has a key role in the economy. On the other hand, concern is mounting about
the detrimental impact on the environment of current transport policies, and many
people question the policies‟ social sustainability.
A major purpose of this book is to alert policy analysts, decision-makers and

politicians to current knowledge about the health effects of transport and the means
to reduce them. It summarizes the latest scientific evidence on the impact of
transport-induced air pollution, noise and accidents on physical health, barrier effects
(changes in behaviour in reaction to transport risks) and effects on mental health.
This book highlights the considerable potential health benefits from non-motorized
forms of transport.
World Health Organization (WHO) (2004): Outdoor Air Pollution: Assessing the
Environmental Burden of Disease at National and Local Levels
http://www.who.int/quantifying_ehimpacts/publications/ebd5.pdf
This guide outlines a method for estimating the disease burden associated with
environmental exposure to outdoor air pollution. In a recent estimate of the global
burden of disease (GBD), outdoor air pollution was estimated to account for
approximately 1.4% of total mortality, 0.4% of all disability-adjusted life years
(DALYs), and 2% of all cardiopulmonary diseases. To obtain estimates of the impact
of outdoor air pollution, population exposures are based on current concentrations of
particulate matter (PM) measured as either PM10 or PM2.5.
World Health Organization (WHO) (2004): Health Aspects of Air Pollution: Results
from the WHO Project ―Systematic Review of Health Aspects of Air Pollution in
Europe‖
http://www.euro.who.int/__data/assets/pdf_file/0003/74730/E83080.pdf
This report summarizes the most recent information on the health effects of air
pollution. It is based on the results of a comprehensive review of scientific evidence
organized by the World Health Organization in support of air pollution policy
development in Europe, and in particular the European Commission‟s Clean Air for
Europe (CAFE) program. The review indicates that air pollution at current levels still
poses a considerable burden on health in Europe. Many different adverse effects
have been linked to exposure to air pollution, including an increased risk of
cardiopulmonary disease and a reduction in life expectancy of a year or more for
people living in European cities. Some of these effects occur at very low
concentrations that were previously considered safe. Taken together, the evidence is
sufficient to strongly recommend further policy action to reduce levels of air pollutants,
including particulates, nitrogen dioxide and ozone. It is reasonable to assume that a
reduction in air pollution will lead to considerable health benefits.
16
Division 44
World Health Organization (WHO) (2009): Amsterdam Declaration. Making The

Link: Transport Choices for Our Health, Environment and Prosperity
The Amsterdam Declaration commits to adopting integrated policies to:

 contribute to sustainable economic development and stimulate job creation
through investment in environment- and health-friendly transport;
 manage sustainable mobility and promote a more efficient transport system;
 reduce emissions of transport-related greenhouse gases, air pollutants and noise;
 promote policies and actions conductive to healthy and safe modes of transport.
World Health Organization (WHO) and World Bank (WB) (2004): World Report on
Road Traffic Injury Prevention
http://www.who.int/violence_injury_prevention/publications/road_traffic/world_report/e
n/index.html
Road traffic injuries are a major but neglected public health challenge that requires
concerted efforts for effective and sustainable prevention. Of all the systems with
which people have to deal every day, road traffic systems are the most complex and
the most dangerous. Worldwide, an estimated 1.2 million people are killed in road
crashes each year and as many as 50 million are injured. Projections indicate that
these figures will increase by about 65% over the next 20 years unless there is new
commitment to prevention. Nevertheless, the tragedy behind these figures attracts
less mass media attention than other, less frequent types of tragedies.
This report is the first major report jointly issued by the World Health Organization
(WHO) and the World Bank on this subject. It underscores their concern that unsafe
road traffic systems are seriously harming global public health and development. It
contends that the present day levels of road traffic injury are unacceptable and
avoidable.
Greenhouse Gas (GHG) Emissions and Climate Change

There is strong evidence that most of the global warming of the past 50 years is due
to human activity. Motorized transport is a major contributor to climate change as it
produces emissions from the combustion of fossil fuel, particularly carbon dioxide.
Potential implications for human health arising from climate change include increased
mortality from extremes of temperature, increased rates of waterborne diseases due
to flooding, higher rates of skin cancers due to ozone layer depletion, and increased
vector-borne diseases such as dengue fever.
This section provides the understanding of how transport can influence the global
climate change and its implication for human health.
17
Division 44
Bridging the Gap: Pathways for Transport in a Post 2012 Process

http://www.transport2012.org
Transport is a major greenhouse gas (GHG) emitting sector (13 percent of global
GHG emissions) and its importance will increase in the next years.
The initiative "Bridging the Gap: Pathways for Transport in a Post 2012 process" is
comprised of GTZ, TRL, Veolia Transport and UITP. The initiative was formed at
COP14 in Poznan to encourage international recognition that land transport should
play a more important role addressing climate change in the post 2012 agreement
and to bridge the gap between this sector and climate policy.
Doctors for the Environment Australia (DEA) (2007): Public Transport, Health and
Climate Change – A DEA Initiative
http://www.dea.org.au/node/183
“Doctors for the Environment Australia” is involved in a national initiative to promote

public transport and seeking recognition that public transport could address the
climate change and a health issue.
This article points out that in Australian cities the largest contributor to transport
greenhouse emissions is the private car and the government can help ease this
growth with better public transport. At the same time the use of the private car carries
significant responsibility for the epidemic of obesity and other life style diseases, and
its pollutants increase the burden of heart and respiratory disease amongst the 70
per cent of the Australian public who live in urban communities.
European Environment Agency (EEA) (2010): Towards a Resource-Efficient

Transport System — TERM 2009: Indicators Tracking Transport and
Environment in the European Union
http://www.eea.europa.eu/publications/towards-a-resource-efficient-transport-
system/at_download/file
The objective of this report is to indicate some of the main challenges for reducing
the environmental impacts of transport and to make suggestions to improve the
environmental performance of the transport system as a whole. The report examines
issues centred around transport and climate change, which need to be addressed in
the coming years. In this report, electric vehicles are widely predicted to be one of the
most effective measures to reduce CO2 emissions. The 'improved' package
anticipates an uptake rate of 50–80 % in 2050. A 35 % reduction in CO2 for electric
cars by 2050 is projected on the basis of a mix of renewable and non‑renewable
energy sources.
German Technical Cooperation (GTZ) (ed.) (2007): The CDM in the Transport
Sector. A Sourcebook for Policy-maker in Developing Cities, Module 5d
http://www.sutp.org/dn.php?file=5D-CDM-EN.pdf
18
Division 44
Since the advent of Kyoto Protocol in 2005, many countries, both developed and
developing, have embraced the concept of Clean Development Mechanism (CDM) in
order to reduce their carbon emissions. CDM, an innovative strategy introduced by
the Kyoto Protocol, is related to projects in developing countries which are targeted
at reducing GHGs, which can be then sold to countries mostly in the developed
world. This module discusses the viability of sustainable transport projects to be
qualified under the CDM mechanism which will thereby benefit from GHG offset
sales. The module also presents a case study on Bogotá‟s BRT system
TransMilenio, the first officially registered CDM project for transport.
German Technical Cooperation (GTZ) (ed.) (2007): Transport and Climate Change.
A Sourcebook for Policy-maker in Developing Cities, Module 5e
http://www.sutp.org/dn.php?file=5E-TCC-EN.pdf
This module of the sourcebook for policy-maker in developing cities edited by GTZ
summarizes the challenges that climate change mitigation has to face in the transport
sector and presents the major options and instruments to deal with them. The
module is a comprehensive summary of sustainable transport policy options and
sketches out their potential for the reduction of carbon dioxide emissions. The
module draws on the existing sourcebook modules and thus offers both a
comprehensive overview and a thematic entry point to the whole sourcebook. To
ease access to more detailed information, the module includes many references to
the other sourcebook modules.
German Technical Cooperation (GTZ) (ed.) (2009): Adapting Urban Transport to

Climate Change. A Sourcebook for Policy-maker in Developing Cities, Module 5f
http://www.sutp.org/dn.php?file=5F-ACC-EN.pdf
Many transport decision-makers in developing countries are already confronted with

extreme weather events, such as flooding, subsidence and storms, all of which are
expected to increase with climate change. In the worst case, transportation systems
may not be able to recover between such events, resulting in exponential damages.
This module of the GTZ Sourcebook for Decision-Makers in Developing Cities is
intended to raise awareness and describes the expected impacts of climate change
on urban passenger transport as well as possible adaptation measures.
Natural Resources Canada (2009): Links between Fuel Consumption, Climate

Change, Our Environment and Health
http://oee.nrcan.gc.ca/transportation/idling/health.cfm?attr=8
The transportation sector is responsible for 27 percent of greenhouse gas (GHG)

emissions in Canada. Light-duty vehicles – the cars, vans and light-duty trucks are
responsible for almost half of that total. While automakers have been successful in
reducing criteria air contaminant (CAC) emissions from cars and light trucks, fuel
usage and carbon dioxide (CO2) emissions have grown steadily over the past two
decades. That's because CO2 – the principle GHG linked to climate change – is an
19
Division 44
unavoidable by-product of the burning of fossil fuels. Although light-duty vehicles are
more fuel efficient than they were in the 1970's, there are many more vehicles on the
road today, and we're driving them further than before, thus using more fuel. While
much of the energy use in Canada is necessary, there are times when we could use
energy more wisely.
This article describes one of the easiest actions that Canadians can take – with a
simple turn of a key – is to avoid unnecessary idling. Idling is not only a waste of
energy and money; it is also a source of greenhouse gas emissions.
Woodcock et al. (2009): Public Health Benefits of Strategies to Reduce

Greenhouse-Gas Emissions: Urban Land Transport
http://www.thelancetglobalhealthnetwork.com/wp-content/uploads/Health-and-
Climate-Change-2.pdf
This paper concludes the following key messages:
 Transport-related greenhouse-gas emissions are increasing, with a rapid growth

projection in low-income and middle-income countries.
 Production of lower-emission motor vehicles (cars, motorcycles, and trucks) and
reduction in travel by motor vehicles are needed to meet targets for reduction of
greenhouse-gas emissions.
 Lower-emission motor vehicles would reduce the health burden from urban
outdoor air pollution, but a reduction in the distance travelled by motor vehicles
could have a greater effect.
 Increase in the distances walked and cycled would also lead to large health
benefits. Largest health gains would be from reductions in the prevalence of
ischemic heart disease, cerebrovascular disease, depression, dementia, and
diabetes.
 Although reducing motor vehicle use would decrease the injury risk for existing
pedestrians and cyclists, if many more people walked and cycled there might be
an increase in the number of pedestrian and cycle injuries, since more people
would be exposed to the remaining risk.
 Creation of safe urban environments for mass active travel will require
prioritization of the needs of pedestrians and cyclists over those of motorists.
Walking or cycling should become the most direct, convenient, and pleasant
option for most urban trips.
World Health Organization (WHO) (2007): Global Climate Change: Implications

for International Public Health Policy
http://www.who.int/bulletin/volumes/85/3/06-039503/en/
The evidence for anthropogenic climate change is now clear and convincing. The
earth‟s surface has warmed by more than 0.8 °C over the past century, and by
approximately 0.6 °C in the past three decades. This warming has been linked to
more extreme weather conditions such as intense floods and droughts, heavier and
more frequent storms, and a possible increase in frequency and intensity of the El
Niño Southern Oscillation. These changes are largely caused by human activities-
20
Division 44
mainly burning of fossil fuels releasing carbon dioxide (CO2) that traps heat within
the atmosphere.
This article points out that human-induced climate change is an emerging threat that
rightly commands widespread policy and public attention. Along with other rapid
changes associated with global population and economic growth, climate change
strains existing weak points in health protection systems and calls for reconsideration
of public health priorities.
World Health Organization (WHO) (2008): Protecting Health from Climate Change
http://www.euro.who.int/en/what-we-publish/information-for-the-
media/sections/press-releases/2008/04/protecting-health-from-climate-change
Directly and indirectly, climate change profoundly affects health, leading to a

substantial burden on health systems. Well designed health systems can play a
pivotal role in protecting health from climate change. While climate change has
largely been framed in terms of environmental and economic concerns, experts are
calling for a greater role for health systems in dealing with its immediate and future
health consequences.
Health systems are best placed to act as advocates together with other sectors
where reducing emissions can lead to co-benefits for health. For example, promoting
a shift towards walking and cycling as means of transport can lower emissions of
carbon, air pollutants and noise, while providing immediate opportunities to increase
physical activity and reduce traffic-related injuries.
World Health Organization (WHO) (2010): Climate Change and Health

http://www.who.int/mediacentre/factsheets/fs266/en/index.html
This fact sheet outlines that:
 Climate change affects the fundamental requirements for health – clean air, safe
drinking water, sufficient food and secure shelter.
 The global warming that has occurred since the 1970s was causing over 140 000
excess deaths annually by the year 2004.
 Many of the major killers such as diarrhoeal diseases, malnutrition, malaria and
dengue are highly climate-sensitive and are expected to worsen as the climate
changes.
 Areas with weak health infrastructure – mostly in developing countries – will be
the least able to cope without assistance to prepare and respond.
 Reducing emissions of greenhouse gases through better transport, food and
energy-use choices can result in improved health.
21
Division 44
Road Traffic Safety and Protection against Accidents

Road traffic injuries represent the most apparent, and one of the most significant,
effects of transport on health. Road traffic injuries include both deaths and non-fatal
injuries resulting from motor vehicle crashes. The health consequences of motor
vehicle crashes are well documented and are responsible for a considerable
proportion of morbidity, disability and mortality, despite declining injury rates in some
developing countries.
Road traffic also has impacts on mental health. Studies have found that 14 percent of
survivors of motor vehicle crashes suffer from post traumatic stress disorder, 25
percent have psychological problems one year after a crash, and one-third have
clinical symptoms at follow-up 18 months afterwards.
This section describes the risks of road transport and the prevention of possible
accidents.
Elder et al. (2004): Effectiveness of Mass Media Campaigns for Reducing

Drinking and Driving and Alcohol-Involved Crashes
http://meagherlab.tamu.edu/M-
Meagher/%20Health%20Psyc%20630/Readings%20630/Healthcompro/mass%20me
dia%20drink%2004.pdf
This paper provides a systematic review of the effectiveness of mass media

campaigns for reducing alcohol driving (AID) and alcohol-related crashes, which was
conducted for the Guide to Community Preventive Services (Community Guide). In
eight studies that met quality criteria for inclusion in the review, the median decrease
in alcohol-related crashes resulting from the campaigns was 13% (interquartile
range: 6% to 14%). Economic analyses of campaign effects indicated that the
societal benefits were greater than the costs. The mass media campaigns reviewed
were generally carefully planned, well executed, attained adequate audience
exposure, and were implemented in conjunction with other ongoing prevention
activities, such as high visibility enforcement. According to Community Guide rules of
evidence, there is strong evidence that, under these conditions, mass media
campaigns are effective in reducing AID and alcohol-related crashes.
European Commission (EC) (2010): EU Road Safety Plan for Next 10 Years - The
EU Renews Its Target to Cut Annual Death Rate by Half
http://ec.europa.eu/news/transport/100720_en.htm
In 2009, 35 000 people died in road accidents across the EU – 36% less than in
2001, when the commission first set its target of cutting the annual death rate by
50%. Young people and motorcyclists are among those most at risk.
Speeding, driving after drinking alcohol and not wearing a seatbelt are some of the
leading causes of road deaths. But unsafe vehicles and poorly maintained roads also
pose unnecessary risks. The new EU programme addresses all these issues.
22
Division 44
European Transport Safety Council (ETSC) (2008): ―Vulnerable Road Users

Organizations in Co-operation Across Europe‖ – An Europe-wide Campaign to
Protect Vulnerable Road Users
http://www.etsc.eu/Voice.php
ETSC has established a European Network of NGOs promoting the interests of

vulnerable road users - VOICE. This network planned and directed common
activities.
The principle aim of this ETSC activity was to raise awareness of the needs of
vulnerable road users among EU policy makers such that they more readily accepted
responsibility for the implementation of the measures necessary for the protection of
cyclists and pedestrians.
Background for this ETSC initiative was the fact that every year around 43,000
people are killed on EU roads, whilst more than three million are injured. Vulnerable
road users, such as the cycling child, or the elderly pedestrian, are the most at risk.
To transport policy makers, the needs of these vulnerable travelers are frequently
somewhat neglected if not forgotten: they have become the "forgotten travelers" of
transport policy.
FIA Foundation for the Automobile and Society (2009): Seat-Belts and Child
Restraints: A Road Safety Manual for Decision-Makers and Practitioners
http://whqlibdoc.who.int/road_safety/2009/9780956140302_eng.pdf
The manual is a practical guide to implementing, enforcing and evaluating seat-belt

and child restraint programs, and consists of a series of 'how to' modules. It provides
evidence of why the use of seat-belts and child restraints is important and takes the
users through the steps needed to assess the situation in their own countries. It then
explains the steps needed to design, plan and implement a seat-belt and child
restraint program. Finally, the manual guides users on how to monitor and evaluate
such programs so that the results can be fed back into program design. For each of
these activities, the document outlines in a practical way the various steps that need
to be taken.
Global Road Safety Partnership (GRSP) (2007): Drinking and Driving: A Road
Safety Manual for Decision-Makers and Practitioners
http://whqlibdoc.who.int/publications/2007/9782940395002_eng.pdf
Drinking and driving is one of the main causes of road crashes worldwide. Effective
drinking and driving programs have the potential to save thousands of lives, and was
identified by the World report on road traffic injury prevention as a proven and
effective measure to reduce death and injury on the road.
This manual for decision-makers and practitioners, proposes simple, effective and
low-cost solutions to prevent drinking and driving that can be implemented on a
national or local level. It targets governments, non-governmental organizations and
road safety practitioners, particularly those in low and middle-income countries.
23
Division 44
Global Road Safety Partnership (GRSP) (2008): Speed Management: A Road

Safety Manual for Decision-Makers and Practitioners
This speed management manual proposes simple, effective and low-cost solutions to
excessive and inappropriate speed that can be implemented on a national or local
level. It targets governments, non-governmental organizations and road safety
practitioners, particularly those in low- and middle-income countries. The manual is
based on a modular structure that provides evidence, examples, case studies and
practical steps on how to manage vehicle speed.
Physics and Car Safety: The Importance of Seatbelts

http://tristanmac.tripod.com/id9.html
This internet portal displays how physics is involved in automobile collisions and how
physics can and has been used to prevent injuries in collisions. The aspects that are
primarily being dealt with are things such as seatbelts, airbags, headrests, etc.
The job of the seatbelt is to hold the passenger in place so the passenger is almost
part of the car which prevents the passenger from flying forward as the car stops
abruptly in the case of a collision.
World Health Organization (WHO) (2005): United Nations Road Safety

Collaboration: A Handbook of Partner Profiles
http://whqlibdoc.who.int/publications/2005/9241592796.pdf
This document reflects the road safety profiles of partner organizations who
participated in the 1st UN road safety collaboration meeting in October 2004. Each
profile contains an overview of the organization's activities that pertain to road safety
and provides contact names and email addresses.
World Health Organization (WHO) (2006): Helmets: A Road Safety Manual for
Decision-Makers and Practitioners
This manual provides practical advice to road safety practitioners on how to achieve
a much higher proportion of users of two-wheeled vehicles wearing helmets. It
follows on from the World report on road traffic injury prevention, which described
evidence that setting and enforcing mandatory helmet use is an effective intervention
for reducing injuries and fatalities among two-wheeler users.
The manual is for use in countries that want to improve the rates of helmets use
among users of two-wheelers, locally or at national level. It is targeted at
governments, nongovernmental organizations and road safety practitioners. Together
with providing the necessary background evidence that will be useful to anyone
24
Division 44
starting a helmet programme, it provides technical advice on the steps needed to

assess the helmet situation in a country, on how to design and implement a helmet
use programme in response to such an assessment, and on the need to evaluate the
programme so that the impact of what has been implemented can be assessed, and
so that the programme can be improved accordingly.
World Health Organization (WHO) (2006): World Day of Remembrance for Road
Traffic Victims: A Guide for Organizers
This book provides practical guidance to people or groups on how to plan and
organize events on this day. It gives a brief history of the day, offers suggestions on
how to plan the day and provides examples of specific activities that can be
organized. All those concerned with road safety activities are encouraged to use this
guide to organize annual events in different parts of the world to ensure that the
advocacy opportunity of this day is fully realized.
World Health Organization (WHO) (2007): First United Nations Global Road Safety
Week
http://www.who.int/roadsafety/week/en/index.html
Young people from more than 100 countries adopted the “Youth Declaration for Road
Safety” in April 2007. It was adopted by 400 delegates to the first World Youth
Assembly for Road Safety, being held in Geneva, Switzerland. They committed to
take practical measures to improve road safety and called on adults to play their part
as parents and leaders.
World Health Organization (WHO) (2009): Global Status Report on Road Safety
http://www.who.int/violence_injury_prevention/road_safety_status/2009/en/index.html
Approximately 1.3 million people die each year on the world's roads, and between 20
and 50 million sustain non-fatal injuries. The “Global status report on road safety” is
the first broad assessment of the road safety situation in 178 countries, using data
drawn from a standardized survey. The results show that road traffic injuries remain
an important public health problem, particularly for low-income and middle-income
countries. Pedestrians, cyclists and motorcyclists make up almost half of those killed
on the roads, highlighting the need for these road users to be given more attention in
road safety programmes. The results suggest that in many countries road safety laws
need to be made more comprehensive while enforcement should be strengthened.
The Global Status Report on Road Safety results clearly show that significantly more
action is needed to make the world's roads safer.
World Health Organization (WHO) (2010): Data Systems: A Road Safety Manual
for Decision-Makers and Practitioners
25
Division 44
Road transport is vital to development. Unfortunately, inadequate attention to safety

has meant that road transport systems have developed in ways that have led to
significant loss of lives, health and wealth. Reliable and accurate data are needed to
raise awareness about the magnitude of road traffic injuries, and to convince
policymakers of the need for action.
Data relevant to road safety is collected every day in most countries, but for this data
to be useful for informing road safety practice, it must be properly coded, processed
and analyzed in a computerized database system. The purpose of this manual is to
give practical guidance on establishing data systems that produce timely and reliable
data on road traffic injuries that can be used to inform and facilitate road safety
management.
Health Benefits of Public Transit, Walking and Cycling

The most beneficial health impact of transport is the potential for physical activity
through walking and cycling, while other transport modes such as the private car can
reduce physical activities of users. Several papers in this section also give the
economic appraisal of health effects related to walking and cycling.
Hindustantimes (2009): Taking Public Transit May Help You Keep Fit
http://www.hindustantimes.com/News-Feed/goodliving/Taking-public-transit-may-
help-you-keep-fit/Article1-393760.aspx
This article from an Indian newspaper points out that people may keep themselves fit
by taking public transit, if a new study from the University of British Columbia is to be
believed. The university researchers found during the study that people who took
public transit are three times more likely to meet the daily minimum of physical
activity which suggested by the Heart and Stroke Foundation of Canada‟s, compared
to those who did not.
Kahlmeier et al. (2010): ―Health in All Policies‖ in Practice: Guidance and Tools
to Quantifying the Health Effects of Cycling and Walking
There is growing interest in “Health in All Policies” approaches, which aim at

promoting health through policies which are under the control of non-health sectors.
While economic appraisal is an established practice in transport planning, health
effects are rarely taken into account. An international project was carried out to
develop guidance and tools for practitioners for quantifying the health effects of
cycling and walking, supporting their full appraisal. Development process: A
systematic review of existing approaches was carried out. Then, the products were
developed with an international expert panel through an extensive consensus finding
process. Products and applications: Methodological guidance was developed which
addresses the main challenges practitioners encounter in the quantification of health
26
Division 44
effects from cycling and walking. A “Health Economic Assessment Tool (HEAT) for
cycling” was developed which is being used in several countries. Conclusions: There
is a need for a more consistent approach to the quantification of health benefits from
cycling and walking. This project is providing guidance and an illustrative tool for
cycling for practical application. Results show that substantial savings can be
expected. Such tools illustrate the importance of considering health in transport
policy and infrastructure planning, putting “Health in All Policies” into practice.
Transport for London (ongoing): Can promoting physical activity in the workplace
reduce absenteeism?
http://www.tfl.gov.uk/assets/downloads/corporate/Physical-activity-absenteeism-and-
productivity-summary.pdf
One of the many benefits of having a workplace travel plan in place is that, by
encouraging walking and cycling, it helps employees to exercise as part of their daily
commute.
While there is already considerable scientific evidence which shows the health
benefits of walking and cycling to the individual, less is known about whether these
benefits will lead to a measurable reduction in the time taken off work owing to
sickness. To address this question, Transport for London (TfL) has commissioned
TRL Ltd and physical activity specialist Dr Adrian Davis of JMP Consulting to carry
out a thorough review of the available evidence into the effects of workplace physical
activity promotion on levels of absenteeism and productivity.
Victoria Transport Policy Institute (VTPI) (2010): Evaluating Public Transportation

Health Benefits
http://www.apta.com/resources/reportsandpublications/Documents/APTA_Health_Be
nefits_Litman.pdf
This report investigates ways that public transportation affects human health, and
ways to incorporate these impacts into transport policy and planning decisions. This
research indicates that public transit improvements and more transit oriented
developments can provide large but often overlooked health benefits. People who
live or work in communities with high quality public transportation tend to drive
significantly less and rely more on alternative modes (walking, cycling and public
transit) than they would in more automobile-oriented areas. This reduces traffic
crashes and pollution emissions, increases physical fitness and mental health, and
provides access to medical care and healthy food. These impacts are significant in
magnitude compared with other planning objectives, but are often overlooked or
undervalued in conventional transport planning. Various methods can be used to
quantify and monetize (measure in monetary units) these health impacts. This
analysis indicates that improving public transit can be one of the most cost effective
ways to achieve public health objectives, and public health improvements are among
the largest benefits provided by high quality public transit and transit-oriented
development (Source: Report Abstract).
27
Division 44
World Health Organization (WHO) (2007): Economic Assessment of Transport

Infrastructure and Policies: Methodological Guidance on the Economic
Appraisal of Health Effects Related to Walking and Cycling
This document presents the current state of evidence on a number of key

methodological issues that have arisen around the economic assessment of
transport infrastructure and policies with regards to the inclusion of health effects
related to walking and cycling. Based on this discussion options and guidance will
then be provided towards a more harmonized methodology for the economic
appraisal of health effects related to walking and cycling.
The guidance has been further developed into an illustrative tool which shows how
the methodology can be applied to the assessment of health effects related to
cycling.
World Health Organization (WHO) (2008): Methodological Guidance on the

Economic Appraisal of Health Effects Related to Walking and Cycling:
Summary
http://www.euro.who.int/__data/assets/pdf_file/0007/87478/E90944sum.pdf
Economic appraisal is an established practice in transport planning. However, the

health effects of transport interventions are rarely taken into account in such
analyses. This project had two aims: to review recent approaches to cost–benefit
analysis of transport-related physical activity; and to develop guidance on
approaches to including the health effects of transport-related physical activity in
economic analyses of transport infrastructure and policies.
World Health Organization (WHO) (2008): Health Economic Assessment Tool for
Cycling (HEAT for Cycling)
This guide is an introduction to the World Health Organization Health Economic

Assessment Tool for Cycling (HEAT for cycling).
The tool has been produced to illustrate the principles outlined in the WHO document
Methodological Guidance on the Economic Appraisal of Health Effects Related to
Walking and Cycling and to assist anyone who wishes to conduct an economic
appraisal of the health effects related to increased cycling. It is designed to
complement existing tools for economic appraisals of transport interventions which
have traditionally tended to focus on other issues such as emissions or congestion.
The tool will produce an estimate of the mean annual benefit (per cyclist; per trip; and
total annual benefit) due to reduced mortality as a result of cycling.
28
Division 44
GTZ – Sustainable Urban Transport Project (SUTP)
Based on more than 25 years of practical experiences, GTZ hosts the “Sustainable
Transport: A Sourcebook for Policy-Makers in Developing Cities” (www.sutp.org) with
a wealth of information and knowledge on appropriate solutions, inter alia on tackling
climate change in the transport sector. Through training and advisory services,
decision makers in the transport sector are better informed about transport options,
mode choices, mobility management and transport related emissions and their
impact on our climate. This may lead to improved urban transport systems, less
traffic and better alternatives to individual motorized transport modes.
This flagship publication compiles most of the international literature on the relevant
subject and provides access to numerous other resources. It is complemented by
training courses targeted to policymakers, planners or engineers in cities, regional
entities and federal governments.
Editor:
Chhavi Dhingra
GTZ – SUTP
chhavi.dhingra@gtz.de
Author:
Cornelia Alter / Qi Xie
Cover photo:
Carlos Pardo
Bangkok, 2006
For more information on our work, please visit:

www.sutp.org
www.gtz.de/fuelprices
www.transport2012.org
www.gtz.de/transport
Findings, interpretations, and conclusions expressed in this document are based on information gathered by GTZ and its
consultants, partners, and contributors from reliable sources. GTZ does not, however, guarantee the accuracy or completeness
of information in this document, and cannot be held responsible for any errors, omissions, or losses which emerge from its use.
This page contains links to third-party web sites. The linked sites are not under the control of GTZ and GTZ is not responsible
for the contents of any linked site or any link contained in a linked site.
29

Urban Transport and Health

Uploaded by

Copyright:

Available Formats

Urban Transport and Health

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Urban Transport and Health

Uploaded by

Copyright:

Available Formats

Division 44

Water, Energy and Transport

Urban Transport and Health

Recommended Reading and Links

Western countries and especially developing countries face conflicting demands

 Key organisations in the field

 Road traffic safety and protection against accidents

Key Organisations in the Field

World Health Organization (WHO) (Regional Office for Europe)

WHO/Europe‟s work contributes to achieving the goals of the WHO European

Facts and Figures

Health and Environment Linkages Initiative (HELI)

Links to current HELI pilot projects:

Jordan: water is life

Thailand: healthy agriculture

Uganda: a herding tradition and modern livestock development

Health Effects Institute (HEI)

HEI is a nonprofit corporation established in 1980 as an independent research

International Association of National Public Health Institutes (IANPHI)

Pan American Health Organization (PAHO)

The Pan American Health Organization (PAHO) is an international public health

The Global Road Safety Partnership (GRSP)

Traditionally, road accidents have been seen as an unfortunate consequence of a

Transport and Health Study Group (THSG)

Transport, Health and Environment – Pan-European Program (PEP)

The Transport and Health Group

The Transport and Health Group is a multi-disciplinary team of academics at London

Other General Players in the Field

Bicycling Empowerment Network (BEN)

Clean Air Initiative (CAI)

European Transport Safety Council (ETSC)

ETSC is a Brussels-based independent non-profit organization dedicated to the

Institute for Transportation and Development Policy (ITDP)

The ITDP is a leading organization in the promotion of environmentally sustainable

Institute of Public Health in Ireland

strengthening public health intelligence;

National Health Committee (NHC) New Zeeland

Transport as Access to Health Services

Bicycling Empowerment Network Namibia (BEN Namibia), AIDS Low Unit/Legal

Transport has a crucial role to play in increasing Namibian communities‟ access to

This research conducted by the Bicycling Empowerment Network Namibia in

British Medical Journal (BMJ) (1999): A Different Route to Health: Implications of

In this article on the implications of transport policies, the author draws on an

British Medical Journal (BMJ) (2000): Health Impact Assessment

Health impact assessment is a means of evidence based policy making for

Health impact assessment is a multidisciplinary process within which a range of

Institute for Transportation and Development Policy (ITDP): Summary on the

National Health Service, GB (NHS) (2005): Improving Health through Transport

This document sets out broadly:

• Impacts of transport: physical activity, injuries, air pollution, access to services,

Social Development Department / The World Bank (2006): Social Analysis in

The World Bank: Transport Strategy to Improve Accessibility in Developing

At the High-level Meeting on Transport, Health and Environment in Amsterdam, the

Studies show that investment in healthy and environmentally friendly transport –

to healthier societies, sustainable mobility and wealth, and combating climate

World Health Organization (WHO): Health Impact Assessment

Air Pollution, Noise and Congestion

Respiratory illness continues to be a major health concern for young children in Ho

European Environment Agency (EEA) (2009): Transport at a Crossroads. TERM

Health Effects Institute (HEI) (2010): Traffic-Related Air Pollution: A Critical