| 1. |
- Andersson, Henrik, et al.
(författare)
-
Economic Analysis and Investment Priorities in Sweden's Transport Sector
- 2018
-
Ingår i: Journal of Benefit-Cost Analysis. - : Cambridge University Press. - 2194-5888 .- 2152-2812. ; 9:1, s. 120-146
-
Tidskriftsartikel (refereegranskat)abstract
- Beginning as a planning tool within Sweden's national road administration some 50 years ago, benefit-cost analysis (BCA) has come to be a pillar of the national transport policy because of subsequent strategic choices made by the national parliament. These choices made it necessary to widen the analysis of costs to include also externalities and a foregone conclusion was that efficient investment priorities should be made based on BCA. But no one asked whether the political decision makers or the BCA models were up to that task. This paper reviews the institutional framework and practice of BCA in Sweden for transport infrastructure investment, and considers design issues that have been and still are debated, such as whether the discount rate should include a risk term and how to account for the marginal cost of public funds. A main concern with BCA results is the underestimation of construction costs, making transport sector projects look better than they are. Several ex post analyses have established that a higher NPV ratio increases the probability of being included in the investment program proposal prepared by the agency. The requirement to let projects undergo BCA seems to make planners trim project proposals by trying to reduce investment costs without significantly reducing benefits. This relationship is weaker among profitable projects. Moreover, there is no correlation between rate of return and the probability of being included in the final program, which is established on political grounds.
|
|
| 2. |
- Andersson, Henrik, et al.
(författare)
-
Private and public WTP for safety : a validity test
- 2018
-
Konferensbidrag (refereegranskat)abstract
- In order to mitigate adverse health effects policy makers can, broadly speaking, choose between private and public safety measures. For instance, whereas legislation on seat-belt usage can be considered a private good for which the individual bares the costs and benefits, public investments to improve the standard of a road that increases safety will benefit all who travels on that road.Since safety comes at a cost, policies that increase safety need to be evaluated. In order to secure an efficient resource allocation, policy makers often rely on benefit-cost analysis (BCA). To facilitate the BCA, it is common to use a common metric in form of monetary values for both the costs and the benefits. However, many of the effects induced by safety policies do not have easily obtainable monetary values and for those effects policy makers turn to non-market evaluation methods, such as revealed (RP) and stated preference (SP) methods.Since SP methods do not rely on the existence of actual market data they are more flexible than RP methods. However, SP methods are based on hypothetical scenarios and it has been found that they often are flawed by several biases such as hypothetical and strategic bias, as well as scale insensitivity. Therefore, the hypothetical setting necessitates tests of construct validity, i.e. tests of whether the results are in accordance with expectations, based on economic theory and/or empirical findings.One area where SP methods have been used, is to estimate willingness to pay (WTP) for public safety measures, for which tradeoffs based on actual decisions are usually not available. If individual WTP for private and public safety measures is identical, there would be no need to derive them separately. Since WTP depends on the context and the affected population there is a no a priori ground to believe that they are identical, though. The empirical evidence also suggests that private and public WTP differ. Therefore, policy makers may need different values when evaluating private and public safety policies.The aim of this study is to describe a validity test for private and public WTP for safety. We use a framework with a mortality risk and the motive for this study is findings on differences in WTP for private and public road safety. It is a well-established fact that SP studies that estimate WTP to reduce mortality risk, with few exceptions, fail the test of strong scale, an important test of the validity of the WTP estimates. The validity of WTP estimates for public and private safety measures has, to the best knowledge of the authors, so far not formally been tested, however. The importance of such a test is supported by the empirical estimates of public and private WTP for road safety, since these estimates would fail the test.
|
|
| 3. |
- Wismans, Jac, 1948, et al.
(författare)
-
Economics of Road Safety – What does it imply under the 2030 Agenda for Sustainable Development?
- 2017
-
Ingår i: 10th Regional Environmentally Sustainable Transport (EST) Forum in Asia, 14-16 March 2017 in Vientiane, Lao PDR. ; , s. 1-58
-
Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- Road traffic accidents and injuries are a major public health problem and leading cause of death in the Asia EST region (comprises South and Southeast Asia, People's Republic of China, Japan, Republic of Korea, Mongolia and the Russian Federation). This paper aims to: - Review the Road Safety problem in the EST region, including the economic impact- Review of the role of the UN and its entities in the field of road safety, including the 2015 Sustainable Development Goals - Introduce the basics of economics of road safety and the methodology of cost benefit assessment (CBA) and cost-effectiveness analysis (CE)- Review of the status of road safety measures in the EST region and analysis of the importance of investment in road safety in Asia- Develop recommendations on the most cost-effective road safety measures.
|
|
| 4. |
- Wismans, Jac, 1948, et al.
(författare)
-
Commentary: Status of road safety in Asia
- 2016
-
Ingår i: Traffic Injury Prevention. - : Informa UK Limited. - 1538-9588 .- 1538-957X. ; 17:3, s. 217-225
-
Tidskriftsartikel (refereegranskat)abstract
- Assess the status of road safety in Asia and present accident and injury prevention strategies based on global road safety improvement experiences. Discuss the way forward by indicating opportunities and countermeasures that could be implemented to achieve a new level of safety in Asia. Methods: Review and analyses of data in the literature, among others from the World Health Organisation (WHO) and World Bank and review of lessons learned from best practices in high-income countries. Estimation of costs due to road transport injuries in Asia and review of future trends in road transport. Results: Data on the Global and Asian road safety problem and status of prevention strategies in Asia as well as recommendations for future actions. The total number of deaths due to road accidents in the 24 Asian countries, encompassing 56% of the total world population, is 750.000 per year (statistics 2010). The total number of injuries are more than 50 million, of which 12% are hospital admissions. The loss to the economy in the 24 Asian countries is estimated to around 800 billion US$ or 3.6% of GDP. Conclusions: This paper clearly shows that road safety is causing large problems and costs in Asia with an enormous impact on the well-being of people, economy and productivity. In many of the Asian low- and middle-income countries the yearly number of fatalities and injuries is still further increasing. Vulnerable road users (pedestrians, cyclists and motor cyclist combined) are particularly at risk. Road safety in Asia should be given rightful attention, including taking powerful, effective actions. This review stresses the need for reliable accident data, since there is a large underreporting in the official statistics. Reliable accident data are imperative to determine evidence based intervention strategies and monitor the success of these interventions and analyses. On the other hand, lack of good high quality accident data should not be an excuse to postpone interventions. There are many opportunities for evidence-based transport safety improvements, including measures concerning the five key risk factors: speed, drunk–driving, not wearing motorcycle helmets, not wearing seat-belts and not using child restraints in cars, as specified in the Decade of Action for Road Safety 2011–2020. In this commentary, a number of new additional measures are proposed which are not covered in the Decade of Action Plan. These new measures include separate roads or lanes for pedestrians and cyclists, helmet wearing for e-bike riders, special attention to elderly persons in public transportation, introduction of emerging collision avoidance technologies in particular automatic emergency braking (AEB) and alcohol locks, improved truck safety focussing on the other road user (including blind spot detection technology, under-ride protection at the front, rear and side and energy absorbing fronts) and improvement of motorcycle safety concerning protective clothing, requirements for advanced braking systems, improved visibility of motorcycles by using day-time running lights and better guard rails.
|
|
| 5. |
- Wismans, Jac, et al.
(författare)
-
Road safety implications and opportunities for regions under increasing motorization
- 2016
-
Ingår i: 17th International Conference Road Safety On Five Continents (RS5C 2016), Rio de Janeiro, Brazil, 17-19 May 2016. - Linköping : Statens väg- och transportforskningsinstitut.
-
Konferensbidrag (refereegranskat)abstract
- This paper compiles, evaluates and analyses information from different data sources on accidents and health, road transport and economic performance in a comprehensive manner to assess the size and impact of road accidents and injuries in regions under increasing motorization. Strategies based on global road safety improvement experiences are presented. In addition the paper aims at discussing a way forward by indicating opportunities and countermeasures that could be implemented to achieve a new level of safety in these regions. The data used comes from e.g. World Health Organization (WHO) and World Bank. Estimations on costs due to road transport injuries are presented. The results clearly demonstrate that road safety is causing large problems and costs with an enormous impact on the well-being of people, economy and productivity. For example, according to our analysis, the loss to the economy in Latin America is more than 130 billion US$ or 2.8 % of GDP. In many of low and middle-income countries the yearly number of fatalities and injuries is still increasing. Vulnerable road users (pedestrians, cyclists and motor cyclists) are particularly at risk. Reliable accident data are imperative to determine evidence based intervention strategies and monitor the success of these interventions and analyses. When comparing data it is clear that there are large problems in official statistics in several countries. The lack of good high quality accident data should, however, not be an excuse to postpone measures. Future trends in road transport and lessons learned from best practices in high-income countries are reviewed. The paper also proposes measures beyond the Decade of Action Plan for Road Safety 2011-2020, with respect to vulnerable road users, infrastructure, vehicle technology and truck and bus safety and discusses the implications for road safety in the UN’s new Sustainable Development Goals.
|
|
| 6. |
- Hasund, Knut Per, et al.
(författare)
-
Vilka sysselsättnings-, miljö- och samhällsekonomiska effekter har jordbruksstöden?
- 2014
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Investeringsstöden för landsbygdsutveckling har miljöeffekter och ersättningar för miljöåtgärder påverkar sysselsättningen. För att kunna fördela CAP:s budgetmedel och utforma stöd och ersättningar optimalt måste deras sammantagna sysselsättningsoch samhällsekonomiska effekter tas med, inklusive effekter på miljö liksom jordbrukets kostnader och produktion av livsmedel. I den här studien har vi undersökt hur stora dessa korsvisa effekter på andra mål är, och vad det sammantagna utfallet är för gårdsstödet och ett urval stöd i landsbygdsprogrammet.
|
|
| 7. |
- Surry, Yves, et al.
(författare)
-
A hedonic analysis of the price for horse riding lessons in Sweden
- 2014
-
Ingår i: Journal of Outdoor Recreation and Tourism. - : Elsevier BV. - 2213-0780 .- 2213-0799. ; 7-8, s. 65-74
-
Tidskriftsartikel (refereegranskat)abstract
- Riding school businesses have evolved as popular providers of recreational services in many rural and peri-urban regions of northern and western Europe. We conducted a country-wide survey of riding schools in Sweden to analyse determinants of the price of riding lessons for adults and children. We found that riding schools depend heavily on the willingness of customers to commute,with a positive relationship between the price of a riding lesson and average household income, as well as population density in the municipality. Older schools charged on average higher prices than newly established schools and the presence of an indoor arena proved to be the single most important physical price determinant. Existing financial support to riding schools does not seem to affect the price per lesson directly. Education of riding school managers can be distinguished between various generic skills that allow riding lessons to be provided at a lower price, and specific riding instruction skills for which a premium can be charged.
|
|
| 8. |
- Wismans, Jac, 1948, et al.
(författare)
-
Implications of Road Safety in National Productivity and Human Development in Asia
- 2014
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Fatalities and injuries due to road transport have an enormous impact on the well-being of people, economy and productivity. Therefore Road Safety is one of the core elements of a sustainable transport system as is reflected in the 2013 Bali Declaration, which introduced the “Vision Three Zeros ‐ Zero Congestion, Zero Pollution, and Zero Accidents”. The latest WHO and IMHE-World Bank publications estimate that yearly around 1.3 million deaths due to road accidents occur worldwide. Almost 80 million are injured of which more than 9 million would need hospital admissions with often long-term disabilities as a consequence. If also indirect deaths caused by air pollution from motorized transport are included the total number of deaths exceeds 1.5 million corresponding to over 4000 lost lives per day. The objectives of this paper are to: Review and summarize the most recent and relevant information on the global road safety problem and its impact on productivity. The focus is on the Asian EST region currently consisting of 24 countries including the two most populated areas in the world - China and India. Present accident and injury prevention strategies based on experience and effectiveness in developed countries and their potential for implementation in Asia. Discuss the way forward by summarizing the most relevant opportunities to prevent road fatalities and injuries in the Asian EST region and thus how road safety can contribute to achieve the Bali Vision- Zero Accidents. The size of the road safety problem in the 24 Asian EST is evident from several numbers: the total number of estimated deaths in the region due to road accidents is 750,000 per year based on WHO and IMHE/World Bank estimates. The total number of injuries is more than 50 million (of which 12% are hospital admissions), corresponding to 2/3 of all injuries worldwide, while 56% of the world’s population lives in the 24 Asian EST countries. The number of indirect deaths due to air pollution caused by motorized transport is almost 100,000 with a relatively large share from India. The death rate (fatalities per 100,000 population) is in many of the Asian EST countries more than twice as high as in Europe. Vulnerable road users (pedestrians, cyclists and motor cyclists combined) are at particular risk. They constitute 60% of the deaths due to road accidents in Asian EST countries and in many of the low and middle income countries in this region this percentage is even higher. The total costs of injuries in the Asian EST countries, calculated as a loss to the economy, is estimated to 735 billion US$ or 3.3% of GDP. In 8 countries (Bangladesh Bhutan, India, Malaysia, Nepal, Pakistan, Thailand and Vietnam) it is even more than 4% of the GDP. In many of the Asian EST low and middle income countries the yearly number of fatalities and injuries is still further increasing while in several high income countries these numbers are decreasing. One problem seen in many countries is the large underreporting in the official country statistics which are usually based on police data. The WHO and IMHE/World Bank estimates for the numbers of fatalities in the Asian EST region are more than twice the values from the official data from the respective countries. This large national underreporting stresses the need for reliable accident data. These are necessary to understand the causes of accidents, to determine evidence based intervention strategies and also for monitoring the success of these interventions. On the other hand lack of good accident data is not an excuse not to implement good practices based on experiences from other countries.
|
|
| 9. |
- Wismans, Jac, 1948, et al.
(författare)
-
Implications of Road Safety in National Productivity and Human Development in Asia
- 2014
-
Ingår i: Eighth Regional EST Forum in Asia 19-21 November 2014 Colombo, Sri Lanka. ; , s. 1-51
-
Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- Fatalities and injuries due to road transport have an enormous impact on the well-being of people, economy and productivity. Therefore Road Safety is one of the core elements of a sustainable transport system as is reflected in the 2013 Bali Declaration, which introduced the “Vision Three Zeros ‐ Zero Congestion, Zero Pollution, and Zero Accidents”. The latest WHO and IMHE-World Bank publications estimate that yearly around 1.3 million deaths due to road accidents occur worldwide. Almost 80 million are injured of which more than 9 million would need hospital admissions with often long-term disabilities as a consequence. If also indirect deaths caused by air pollution from motorized transport are included the total number of deaths exceeds 1.5 million corresponding to over 4000 lost lives per day. The objectives of this paper are to: Review and summarize the most recent and relevant information on the global road safety problem and its impact on productivity. The focus is on the Asian EST region currently consisting of 24 countries including the two most populated areas in the world - China and India. Present accident and injury prevention strategies based on experience and effectiveness in developed countries and their potential for implementation in Asia. Discuss the way forward by summarizing the most relevant opportunities to prevent road fatalities and injuries in the Asian EST region and thus how road safety can contribute to achieve the Bali Vision- Zero Accidents. This paper concludes with recommendations on how the safety situation in the Asian EST countries can be improved and in particular within the developing countries. This is done by stressing a number of the most important recommendations from the 2011-2020 Decade of Action for Road Safety and by a number of recommendations directly following from the review in this paper. The recommendations are grouped within the 5 pillars of the Decade of Action: Road safety management, Safer roads and mobility, Safer vehicles, Safer road users and Post-crash response. The WHO recommendations include, among others, the following ones which have shown to be effective in many countries and which can be introduced on a relative short term: • Implementation of UN vehicle safety regulations and new car assessment programmes (NCAPs). • Implementation of measures concerning the 5 risk factors: speed, drunk–driving, not wearing motorcycle helmets, not wearing seat-belts and not using child restraints. Additional specific recommendations resulting from this paper deal with safe public transport, utilisation of ICT for safety improvement, separate lanes for Non-Motorized Traffic (NMT), maintenance of roads, introduction of collision avoidance technologies in vehicles (including compulsory alcohol locks), truck safety in crashes with other road users, measures to improve motorcycle safety (ABS, protective clothing, visibility) and recommendations concerning safety of pedestrians, cyclists and elderly road users. Finally it is recommended that when introducing any measure a “base-line” status is established and means to track progress and effectiveness. Few of the recommendations mentioned in this paper can act in isolation – enhanced road safety is the result of a persistent systems approach and collaboration towards a shared challenging goal.
|
|
| 10. |
- Ahlström, Christer, et al.
(författare)
-
Dangerous use of mobile phones and other communication devices while driving : A toolbox of counter-measures
- 2013
-
Ingår i: Proceedings of the 16th International Conference Road Safety on Four Continents. - Linköping : Statens väg- och transportforskningsinstitut.
-
Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- The use of mobile phone and similar devices while driving has been a topic of discussion and research for several years. It is now an established fact that driving performance is deteriorated due to distraction but no clear conclusions can yet be drawn concerning influence on crash rates. Better studies on this relationship is needed. Most countries in Europe and many countries elsewhere have introduced different types of bans for handheld devices. Sweden has, however, no such bans. VTI was commissioned by the Swedish Government to outline possible means to reduce the dangerous usage of mobile phones and other communication devices while driving as alternatives to banning. This task was a result of a previous VTI-state-of-the-art review of research on mobile phone and other communication device usage while driving. One of the findings in the review was that bans on handheld phones did not appear to reduce the number of crashes.Eighteen different countermeasures in three main areas were suggested. (1) Technical solutions such as countermeasures directed towards the infrastructure, the vehicle and the communication device. (2) Education and information, describing different ways to increase knowledge and understanding among stakeholders and different driver categories. (3) Different possibilities for how society, industry and organisations can influence the behaviour of individuals, via policies, rules, recommendations and incentives. Our conclusion is that a combination of different countermeasures is needed – where education and information to the drivers are combined with support and incentives for a safe usage of different communication devices.
|
|
