Assessing the health impacts of Transport systems - BRT · Or, more energy -efficient & walkable...

Assessing the health impacts of Transport systems - BRT Dr Carlos Dora Coordinator Interventions for Healthy Environments PUBLIC HEALTH AND ENVIRONMENT

Public health and environment 2 |

This presentation covers 1. Transport as a driver of health

2. Health & transport indicators – capture key nodes of interaction

3. Large research gaps exist regarding evidence of sustainable interventions in developing cities on air quality, physical activity and injury prevention

4. Seizing the opportunity to: Build integrated evidence of health benefits from bus/rail rapid transit systems – considering air pollution, physical activity and injury


Transport & Health Linkages urban land use & energy demand, air pollution,

physical activity & injury risks

Apresentador

Notas de apresentação

Lending from the World Bank has historically focused on road infrastructure that served primarily transport by truck freight and private motorized vehicles. As such, low-carbon transport modes, in particular rail and urban transport schemes featuring mixed bus rapid transit (BRT)/rail/bus and walking/cycling systems, have received far less emphasis. Transport lending therefore has often failed to support goals compatible with climate change mitigation and health co-benefits as identified here. Source: World Bank


Global transport health burden (annual)

Outdoor urban air pollution → 3.3 million deaths

Physical inactivity → 3.2 million deaths; 19 million healthy life years lost

Traffic injuries → 1.24 million deaths

Traffic noise → stress, memory loss and analytical impairment

Climate change → over 150 000 deaths

Access to vital goods and services, social networks/equity/cohesion → under reported


T-Related Air Pollution leads to heart and lung disease and

premature deaths • Increases in hospital

admissions, and asthma attacks

• To loss of millions of working days

• Children living near busy roads with heavy/diesel vehicle traffic have higher risks of respiratory problems.

• Every 10 µg/m3 decrease in PM2,5 leads to 3,4% decrease in mortality

• Health impacts are larger in lower socioeconomic groups ( l ti )


Better air quality improves health

The health benefits of a ban of coal sales in Dublin

Clancy et al 2002


Reduction in fine PM and mortality: extended follow up of Harvard six Cities Study

7/9/2013

Period 1: 1974-89 (mean PM2.5: 1980-85) Period 2: 1990-98

Laden et al. AJRCCM 2006


Findings significant since 30 minutes daily of active travel is enough to make a difference for health

Reduce risk of coronary heart disease – by 50%

Reduce risk of non-insulin-dependent diabetes and obesity – by 50%

Reduce hypertension risk – by 30%.

Reduce colon and breast cancer (50% reduction in colon cancer in long-term Shanghai study)

Help maintain bone mass and protect against osteoporosis

Improve balance, coordination, mobility, strength and endurance

Increase self-esteem, reducing levels of mild to moderate hypertension and promote overall psychological well-being.

Apresentador


The photo below is the famous Bogota "cycle Sunday" events whereby main city streets are closed to pedestrians and cyclists..


60% of world population does very little physical activity

Most health gains from getting the inactive to move

Health Benefits

A B C

Physical activity level

low high

A = inactiveB = activeC = trained

Greater health benefits among least active

Dose-response physical activity and health,

B Martin et al, 2004

Active transport is PA with a

practical purpose

No need to go to the Gym


Traffic Noise is a major cause of annoyance; Interferes With Memory, Attention and Ability to Deal With Analytical Problems

Emerging and consistent evidence for impact on hypertension and cardiovascular disease

Children chronically exposed to loud noise show:

• impaired acquisition of reading skills,

• attention and problem-solving ability.

Road traffic is the major source of exposure to noise.


Psychological Barriers - How people feel about moving through an area:

Perceived danger

Traffic noise

Can combine to produce:

Trip Suppression Traffic pollution

Community Severance

Apresentador


Gaps in knowledge Impacts of community severance for different social groups? Whether the effects of community severance decay over time? Effects of poor mitigation design (Mitigation refers to bridges, subways, pelican crossings etc)


Traffic Deaths: 1,2 million/year Traffic Injuries over 40 million/year

Share by age groups

0% 10% 20% 30% 40%

60+

45-59

30-44

15-29

5-14

0-4

male female

Source: Peden et al (2004)

0-4

5-14

15-29

30-44

45-59

60+

Male Female

Share by age group


Children pay a High Price

• They are at higher risk of being involved traffic injuries.

• Play unhindered by street traffic = double social contacts

• Restrictions to walk and cycle hinder the development of their independence.

• Lack of physical activity leads to obesity.

Obesity in children BMJ, 2001; 322:24-6


Cardiovascular disease, mainly heart disease, stroke

Cancer Chronic respiratory diseases Diabetes

Potential to prevent main global cause death - Chronic diseases

Apresentador


The majority of deaths worldwide for all ages are due to chronic diseases. Cardiovascular diseases (mainly heart disease and stroke) are responsible for 30% of all deaths. Cancer, chronic respiratory diseases, and diabetes are also major causes of mortality. The contribution of diabetes is underestimated because although people may live for years with diabetes, their deaths are usually recorded as being caused by heart disease or kidney failure.


Transport can be a 'facilitator' or a 'burden' on health

Transport systems offer vital access to health-essential goods, services, education and employment – and to physical activity and social networks.

Poorly designed transport systems create a health burden directly (injury risks) and indirectly (equity, access, social cohesion, etc.).

Conventional transport indicators fail to capture the full range of positive & negative health impacts


The vicious cycle:

Increased traffic injury risks

Parents drive their children to school by

car

Traffic increases

Streets are even more dangerous

More children are physically inactive and obese


Holland Germany US

Walking share of urban trips 18% 22% 6%

Biking share of urban trips 28% 12% 1%

Pedestrian fatality rate (deaths/100M km) 2.5 4.4 14.0

Bicyclist fatality rate (deaths/100M km) 2.0 3.2 7.2

Source: Pucher and Dijkstra, Promoting safe walking and cycling to improve public health: Lessons from the Netherlands and Germany, Am J Public Health, 2003: 93:1509-16.

Busy road environment puts pedestrians and cyclists at risk


Narrow solutions: limited results. e.g. Continuing Traffic

Growth Has Cancelled Out Pollution Savings from Cleaner and More Efficient Vehicles

• Cars are becoming heavier and more powerful.

• Trips are becoming increasingly long.

• Total kilometers traveled by road continues to grow

EC: Transport in Figures, 2000


Driving policy change towards adopting healthy urban transport

– facilitating a transition • Governance – how governments, social

organizations interact, how they relate to citizens and how decisions are taken in a complex globalized world (Institute of Governance, Ottawa, Policy Brief 2003)

New types of: • Leadership • Engagement • Accountability and transparency


Diffusion of governance – who do we need to engage with?

Private sector Public sector

Third sector

Supranational level

Transnational corporations

Intergovernmental organizations

NGOs

National level National corporations

State National non-profits

Subnational level

Local businesses Local government Local groups

Governance.com: democracy in the information age, E.C. Kamarck & J.S. Nye Jr. (eds) 2002


What information is relevant to those groups?

Technical solutions are needed, but not sufficient to enable change

• Economically sound? • Fair? does it improve equity? • Long term implications – does it protect

children? • Does it respond to aspirations of different

groups in society? • Does it respond to society's greatest

concerns? e.g. Climate Change, Green Economy


To ensure sound economic decisions

The Market for transport fails to deliver socially optimal patterns as – Transport Costs are not all paid for the user, and

the costs borne by others (external costs) are substantial.

– The overall use of transport, particularly more polluting modes, is then higher than socially optimal

– The right investments and prices (for pollution, accidents etc.) would correct these distortions

The end result is cost to all society that are not seen by the

individual: • absenteeism to work and costs to businesses, • increasingly high health care costs of chronic diseases,

Apresentador


Utilitarian argument The benefits from transport would be further increased if certain journeys were made by different modes, or in the need to travel long distances to meet basic needs was reduced.


To ensure policy making draws on existing knowledge and best

practice • Difficulty in accessing information on the

health impacts of transport interventions • Myths about what is good practice are

repeated and reinforced • Scientific evidence is scattered, and often

not translated regarding its implications for policy


To protect vulnerable groups

• Children are vulnerable to injuries, air pollution and noise, their cognitive and physical development require exploration of the neighbourhood and outdoor activity.

• Children and other vulnerable groups are exposed to risks from traffic but enjoy few benefits from it.

• These groups often do not have a voice to influence decisions. Evidence should make their case heard


To promote health equity Exposure to health risks depends on mode of

transport used Need to ensure safety of people using all modes Pedestrians and cyclists do not cause pollution,

contribute to reducing traffic congestion, will use health services less and be more assiduous to work, but are exposed to health risks caused by motor vehicle users (injuries, pollution)

Policies that reduce the health risks of the poor help

reduce poverty Healthy mobility for the poor also improves health by

i i t j b d ti d h lth

Apresentador


Car uses much more space per person transported Road space is limited And yet, policies are made for the car user Transport policies should focus on reducing the risks that affect the poor as a way to reduce inequalities in health and as a means of poverty reduction


Health 'co-benefits' can pave the transition from a grey (oil-based) to

"green" economy • Green Urbanism – land use plans, public transport and walking and cycling lead to:

• Less obesity, traffic injuries, cardiovascular & respiratory diseases

• More access to goods and services for all – less inequity – human security

• Access to healthier, varied, lower-fat diets – more sustainable food production

• Energy security – less dependence on oil

Apresentador


The photo is of a design of a holistic medical clinic and research center in India, which makes use of natural ventilation for heating and cooling, rainwater harvesting, and solar power for energy generation.


Transport policies with excellent health performance:

Walking, Cycling, Public Transport/ Rapid Transit


Transport drives physical activity: As Latin American cities develop, will they follow the USA or European models?

% by travel mode

Asian cities (high/low)

European cities USA cities

Active travel 19% 18% 5% Transit 43% 23% 3%

More car-dependent and sprawling (USA model) Or, more energy-efficient & walkable (European)

Source: Peterson R. Sustainable Transport, a Sourcebook for Policymakers, BMZ, 2002

Apresentador


Asian High income, SEOUL; HONG KONG, Tokyo, have achieved very high levels of transit ridership and NMT, for their development stage. Asian low income cities face a challenge are motorizing WITHOUT adequate transit systems in place, and this creates the huge burden of air pollution and injury that many are seeing.


Transport drives injury risks: But safety aspects of rail/bus transport largely ignored

• Rail and bus are the safest modes of travel (ETSC, 2003), even so :

• Priority is given to individual injury protection over “systems”

approaches.

• Few health-oriented studies on injury impact of transit interventions

• Transport planning gives little priority to the comparative advantages of transit in terms of injury risks

Apresentador


TRANSPORT SAFETY PERFORMANCE IN THE EU A STATISTICAL OVERVIEW 2003 European Transport Safety Council Rue du Cornet 34 B – 1040 Brussels Tel: 0032


Holland Germany USA

Walking urban trip share 18% 22% 6% Biking urban trip share 28% 12% 1% Pedestrian mortality rate (deaths/100M km) 2.5 4.4 14.0 Bicyclist morality rate (deaths/100M km) 2.0 3.2 7.2 Source: Pucher and Dijkstra, Promoting safe walking and cycling to improve public health: Lessons from the Netherlands and Germany, Am J Public Health, 2003: 93:1509-16.

Transit-oriented cities make walking & cycling safer and easier

(e.g. more bike space lanes, greater predictability of systems)


WHO’s Health in Green Economy series Documenting health impacts of energy interventions

:

• Transport (300 studies reviewed)

• Housing • Cities • Energy access for the

poor • Greener and more

resilient health facilities

WHO has been reviewing the evidence about low-carbon, energy efficient policies that enhance health through...

Apresentador


I


Findings: transit use positively associated with more physical activity, less air pollution, and fewer injuries

Review of studies on health outcomes in association with use of different urban travel modes – WHO/Health in Green Economy (2011)

Apresentador


Travel mode surveys are typically performed by transport ministries, cities and/or donors and lending institutions, and thus relatively speaking, travel mode may be easier to gather as data. Ensuring that walking/cycling and public transport are measured in a modal split analysis may give a good indicator of improvements in health- through improved physical activity. This may seem obvious but many travel mode surveys only measure types of vehicle travel!


Findings: Transit investments also positively associated with physical activity, less injuries & air pollution

Review of studies on health in association with different modes of transport investments WHO/Health in Green Economy (2011)


However large gaps in evidence remain:

• Transit/BRT health effects far less studied than vehicle or walking/cycling travel modes

• Lack of integrated studies for Transit/BRT looking at all health issues (Air quality, physical activity, injuries & social equity)

• Most studies on health aspects of bus/rail transit focus on developed countries


Our global review found only the following studies on health & transit: • 4 studies on ambient air pollution exposures – (3 of these

found transit beneficial; one was neutral) • 2 studies on injury risks – (both found BRT/rail safer) • 20 studies on physical activity – including a systematic review,

(Lachapelle U et al, 2010) which found transit use associated with significantly more physical activity.

Apresentador


238. Lachapelle U et al. Commuting by public transit and physical activity: where you live, where you work, and how you get there. Journal of Physical Activity and Health, 2010, 8 Suppl 1:S72–82. http://www.ncbi.nlm.nih.gov/pmc/articles/PMC3407915/ Of 1,733 articles reviewed, 27 met inclusion criteria. A range of 8-33 additional minutes of walking was identified from this systematic search as being attributable to public transport use. “Greater uptake of public transport by inactive adults would likely lead to significantly greater increases in the adult population considered significantly active. Some other indicative examples: Moudon AV et al. Attributes of environments supporting walking. American Journal of Health Promotion, 2007, 21(5):448–459. http://www.ncbi.nlm.nih.gov/pmc/articles/PMC1805010/ *doesn't seem to refer directly to transit but does refer to more compact land use and mixed land use… Edwards RD. Public transit, obesity and medical costs: assessing the magnitudes. Preventive Medicine, 2008, 46(1):14–21.http://www.ncbi.nlm.nih.gov/pubmed/18037480 / Taking public transport in the USA is associated with 8.3 more minutes walking a day, translated into kcal energy usage… he concludes it can have a significant beneficial effect. 236. Lachapelle U, Frank LD. Transit and health: mode of transport, employer-sponsored public transit pass programs and physical activity. Journal of Public Health Policy, 2009, 30:S73–S94. http://www.palgrave-journals.com/jphp/journal/v30/nS1/full/jphp200852a.html -- study of Atlanta, finds that transit use was associated with meeting daily walking and physical activity recommendations. 237. Wener RE, Evans GW. A morning stroll: levels of physical activity in car and mass transit commuting. Environment and Behavior, 2007, 39(1):62–74. http://eab.sagepub.com/content/39/1/62.abstract - train commuters walked an average of 30% more steps per day… and were 4 times more likely to walk 10,000 steps a day than car commuters. 66. Frank L et al. Urban form, travel time, and cost relationships with tour complexity and mode choice. Transportation, 2008, 35(1):37–54. 122. Huang L et al. Identifying clusters of active transportation using spatial scan statistics. American Journal of Preventive Medicine, 2009, 37(2):157–166. 84 (not directly about PT) - Frank LD et al. Carbonless footprints: promoting health and climate stabilization through active transportation. Preventive Medicine, 2010, 50 Suppl 1:S99–105. 124 - 124. Coogan PF et al. Prospective study of urban form and physical activity in the Black Women’s Health Study. American Journal of Epidemiology, 2009, 170(9):1105–1117. 148. Cleland VJ, Timperio A, Crawford D. Are perceptions of the physical and social environment associated with mothers’ walking for leisure and for transport? A longitudinal study. Preventive Medicine, 2008, 47(2):188–193. 153. Li F et al. Built environment, adiposity and physical activity in adults aged 50–75. American Journal of Preventive Medicine, 2008, 35(1):38–46. 171. Hoehner CM et al. Perceived and objective environmental measures and physical activity among urban adults. American Journal of Preventive Medicine, 2005, 28(2):105–116. 172. Kamada M et al. Environmental correlates of physical activity in driving and non-driving rural Japanese women. Preventive Medicine, 2009, 49(6):490–496. 194. Gomez LF et al. Characteristics of the built environment associated with leisure-time physical activity among adults in Bogota, Colombia: a multilevel study. Journal of Physical Activity and Health, 2010, 7:S196–S203. 256. Aytur SA et al. The sociodemographics of land use planning: relationships to physical activity, accessibility and equity. Health & Place, 2008, 14(3):367–385.


Systematic review of transit & physical activity - Lachapelle U et al. “Commuting by public transit and physical activity: where you live, where you work, and how you get there.” Journal of Physical Activity and Health, 2010

“Of 1,733 articles reviewed, 27 met inclusion criteria. A range of 8-33 additional minutes of walking was identified from this systematic search as being attributable to public transport use: Greater uptake of public transport by inactive adults would likely lead to significantly greater increases in the adult population considered significantly active.”


Indicators of Healthy Transport:

We need to track impacts in four domains

Measuring access/physical activity – can inform us about key health benefits of sustainable transport. Measuring pollution and injury – can inform us about key health risks of transport systems.

Access/equity of access

Physical activity

Pollution (air, noise and water)

Traffic injury


But --- Transport indicators continue to measure focus on road vehicles – not people

(a little bit of) public

transport ridership

(a little) urban air pollution


Example 1: Global data on injuries not systematically collected for bus/rail travel mode

Data Collection for Modes of Travel Includes: Cyclists; Drivers/passengers of 4-wheeled vehicles Drivers/passengers of motorized 2- or 3- wheelers Other unspecified road users Pedestrians

Total number of road traffic deaths by country - WHO 2010

Number of Deaths by Country Dark Green <1000 Light Green 1001-5000 Yellow 5001- 10 000 Tan 10 001-50 000 Red >50 000 White – No data


Example 2: Key transit/public transport indicators also are missing from global transport data bases:

World Bank tracking of urban transit, cycling and pedestrian investments is folded into “general transportation”


Example 3: Standard CBA models for roads & fail to consider transit alternatives

World Bank’s highway development and management CBA model (HDM-4) considers a limited set of health and environmental risks but not the benefits of alternative, transit-oriented investments


Example 4: Jobs & poverty reduction benefits from transit also largely ignored: Our report found:

‘Investment in public transport and rapid transit may be a more effective means of generating stable local jobs and more economic value-added’ than road-building because:

• Transit projects are labour intensive • Transit creates long-term jobs • Transit increases access of disadvantaged groups to employment centres and

can lower their travel costs In addition, a greater share of transit’s total economic investment is typically allocated to salaries and ongoing system operations, as compared to the transport investment for private vehicle fuel consumption & maintenance. Further research is needed to better describe this and other equity impacts.


Lack of research and indicator data contributes to a 'vicious cycle' of bad decisions & health impacts

More vehicles = more road space/construction for vehicles = greater air pollution, noise and physical activity risks

Hanoi, 1993

Hanoi, 2001

Hanoi, 2002

Apresentador


Conventional indicators often mask or conceal this increasing spiral of health impacts..


Summary: BRT seems to be good for health in theory – where is the evidence from implementation?

Bus Rapid Transport (BRT) in Bogota – before and after


Transit is the most neglected system in terms of research into health impacts

• Transit is usually cleaner – not well documented

• Transit induces physical activity – not well measured

• Transit is generally safer – but no global data collection


Measurement of BRT's impacts on health through better collection of indicators on:

Shifts in modal split including transit/walking/cycling in and beyond the BRT corridor.

Change in average PM10 levels in the neighbourhoods near the corridor, and city-wide.

Ridership by vulnerable groups – children, women, poor elderly, disabled

Poverty reduction & health equity benefits, direct and indirect --terms of job creation, job access and lower transport costs

Broader, systematic evaluation of BRT is needed to drive policies and investments

Apresentador


Can note here Case study of Bogota… which has resulted in Increased travel demand Need to extend the BRT/cycle routes But initiative in possible jeopardy – perceived as work of a single politician Overall, incomplete documentation/communication of benefits are an impediment to maintaining/extending a major environmental health initiative!


Simple targeted surveys can yield rich insights into health

People on heavily- trafficked streets reported fewer neighbourhood friendships - Appleyard, 1981


Economic data can be harnessed to health indicators e.g. WHO HEAT – quantifying health gains from cycling infrastructure investment in

terms of avoided traffic injuries and health care costs

www.euro.who.int/transport/policy/20070503_1

http://www.euro.who.int/transport/policy/20070503_1





Towards Latin America- led research collaboration on BRT & health


Latin America is a developing world leader in public transport & BRT BRT models in Curitiba, Bogota & Mexico City are the “largest and most successful to date” (IPCC, 2007)

BRT can translate concerns over planetary boundaries (Rockstrom & Griggs) to local actions

Beijing modal split (Beijing Yearbook, 2011) Curitiba modal split, (ICLEI, 2011)

Apresentador


References: http://ltaacademy.gov.sg/doc/J11Nov-p60PassengerTransportModeSHares.pdf http://www.ecomobility.org/fileadmin/template/project_templates/ecomobility/files/Publications/Case_stories_EcoMobility_Curitiba_PDF_print.pdf


No health in Rio + 20 preparatory documents

• Health indicators for the Rio thematic areas: energy, water, food, jobs, cities, disaster management.

• Health Impact Assessment framework

• Robust evidence of linkages between sector policies and health,

• Health indicators of achievement of the other sector goal


Rationale - Better health can result from green economic strategies – but only if health is considered in the planning and implementation

Apresentador


The Future We Want also notes that a healthy population is also a prerequisite of sustainable development… but in terms of environmental indicators, the important thing here is using health as an outcome measure.


1. Health indicators are science-based, anchored in:

• Empirical evidence of environment/ecosystem risks & health impacts;

• Large epidemiological studies of population impacts in real settings;

• Rigorous systematic review of a wide body of knowledge.


2. Health indicators are people-focused, but also comprehensive

Health is a “litmus test” for green economy strategies that yield the optimal SD results in social, economic and environmental dimensions.

Apresentador


While life cycle emissions of GHGs from alternative transport strategies (e.g. electric cars and fuels) versus public transport is very cumbersome to do, health indicators provide a valuable “rapid test”of sustainability options. With measures such as reduced PM from cardio-vascular disease and more physical activity options.


BEIJING, Oct. 4 (UPI) -- China has proposed stricter standards for determining its air pollution index. Currently China's government doesn't include data for the finest particle pollutants, those of 2.5 micrometers or less, known as PM2.5.Experts say these ultra-fine particles, caused mostly by cars and coal burning, can easily penetrate the lungs and bloodstream. Such particles account for more than half the weight of industrial dust in the air of northern China, Jinhua Daily newspaper reports.

3. Health indicators use readily available data/tools, e.g. air quality measures


4. Good experience with health indicators: MDG 7 drinking-water and sanitation targets diarrhoea

Improved drinking-water: - World met target in 2010, but - 783 million still without improved water - 6% drinks from surface water

Sanitation: World unlikely to meet target - 2.5 billion without - 1.1 billion defecate in open

Apresentador


It is estimated that The water and sanitation target for MDG 7 is one example of a global process where development, environment and health impacts are all wrapped around one indicator – access to improved sources of drinking water and improved sanitation.


WHO Global Health Observatory

Data Base Tables & downloads

World Health Statistics (+MDG)

Burden of Disease

Country pages All data by country

Country profiles General, RO, Programs (15+) Indicators Customized data view

Repository Reports, data

Reports Analytical

World Health Statistics

Women & health

Burden of Disease

Program reports

Metadata

Indicator registry

Repository of country reports

Themes Core indicators (situation/trends) Map gallery Access to core information

MDG 1 2 4 5 6 8

World Health Situation

Other themes

Women & health

5. Health data is widely accessible

Program databases


Millennium Development Goals

(MDGs)

Apresentador


Health progress in many LMICs has been impressive. Child and material mortality declined, and progress on AIDS, TB, Malaria


Next Generation of Development Goals

Goals and indicators influence our understanding of development, political agendas and resource transfers

• Global challenges requiring shared solutions (North and South)

• Synergistic - progress across economic, social, environmental and security pillars of sustainable development.

• Transforming patterns of production/consumption • Create transparency and accountability - process

consultative and deliberative

Apresentador


Health is well suited to measure across the three pillars But global institutional arrangements to integrate three pillars are weak


Member States

Intergovernmental

Open Working Group on SDGs (OWG)

Other

UN System

UNTT Technical Support Team on

SDGs

Thematic collaborations

Civil Society

Multi-stakeholder advisory group on

SDGs (MAG), TBC

Rio+20

Man

date

d fo

r the

SD

Gs

HLP and OWG reports

to 68th UNGA 2013/14

2010 MDG Summit

Member States

SG’s High Level

Panel of Eminent Persons

on Post-2015 Development

Agenda (HLP)

UN System

UN Task Team (UNTT)

Working Groups

UNDG MDG Task Force

Consultations

Civil Society

Sustainable

Development Solutions Network (SDSN) M

anda

ted

the

Post

-201

5 D

evel

opm

ent A

gend

a

Parallel, Intersecting Processes

Informal Coordination Group: DESA-ASG (Shamshad Akhtar), UNDG/UN Women-ASG (John Hendra), SG Special Advisor on Post-2015 (Amina Mohammed)

Apresentador


There are two parallel processes (post-2015 agenda arising from MDG process, and the post-Rio process including SDG development) which are now intersecting, and major parts of which (mainly the SDGs) are expected to formally/politically converge at the 68th UNGA session in September 2013. The 68th GA is expected to include a high-level MDG Review Summit, delivery of the report from SG’s High-Level Panel on Post-2015, and also the report from the Intergovernmental WG on SDGs. From there, the aim would be to have one process and one set of goals (convergence)


Next steps: Including Healthy Transport in the Local and Global Development Agendas

1. Better evidence of health co-benefits

• research methods, & tools

• Short term studies of BRT implementation and health in emerging economies

• Systematic review of science

2. Good indicators of health impacts of transport policy options to track performance of investments (local/global)

3. Cost-benefit analysis of UT/BRT includes health 4. WHO Guidelines for healthy transit/public transport

development. 5. Monitor & track health co-benefits of urban transport an

indicator of sustainable development goals (SDGs)


Thank you

Department of Public Health and Environment: http://www.who.int/phe/en/ Health in Green Economy

http://www.who.int/hia/green_economy/en/index.html

Photo credits:www.stillpictures.com;

www.hardrainproject.com; www.bigstock.com




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Assessing the health impacts of Transport systems - BRT · Or, more energy -efficient & walkable...

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