| 1. |
- Gustafsson, Mats, et al.
(författare)
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Effekter av vinterdäck : en kunskapsöversikt
- 2006
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Choice of winter tyres has, from mainly being a matter of safety and economic costs for wearing of road pavements, during later years also become a matter of inhalable particles formed during pavement wear from studded tyres and their negative effects on public health. Further, the tyres' effects on environment and noise have been illustrated in several studies. The issue is also complicated by the fact that tyre choice effects on traffic safety have several components, including such diverging parameters as friction and behaviour. Finally all aspects have to be evaluated from a socioeconomic point of view for society to be able to decide which kind of distribution of tyre types that is the most profitable. This report is a summary of current knowledge in this complex research field.
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| 2. |
- de Hoogh, Kees, et al.
(författare)
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Comparing land use regression and dispersion modelling to assess residential exposure to ambient air pollution for epidemiological studies
- 2014
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Ingår i: Environment International. - : Elsevier BV. - 0160-4120 .- 1873-6750. ; 73, s. 382-392
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Tidskriftsartikel (refereegranskat)abstract
- Background: Land-use regression (LUR) and dispersion models (DM) are commonly used for estimating individual air pollution exposure in population studies. Few comparisons have however been made of the performance of these methods. Objectives: Within the European Study of Cohorts for Air Pollution Effects (ESCAPE) we explored the differences between LUR and DM estimates for NO2, PM10 and PM2.5. Methods: The ESCAPE study developed LUR models for outdoor air pollution levels based on a harmonised monitoring campaign. In thirteen ESCAPE study areas we further applied dispersion models. We compared LUR and DM estimates at the residential addresses of participants in 13 cohorts for NO2; 7 for PM10 and 4 for PM2.5. Additionally, we compared the DM estimates with measured concentrations at the 20-40 ESCAPE monitoring sites in each area. Results: The median Pearson R (range) correlation coefficients between LUR and DM estimates for the annual average concentrations of NO2, PM10 and PM2.5 were 0.75 (0.19-0.89), 0.39 (0.23-0.66) and 0.29 (0.22-0.81) for 112,971 (13 study areas), 69,591 (7) and 28,519(4) addresses respectively. The median Pearson R correlation coefficients (range) between DM estimates and ESCAPE measurements were of 0.74(0.09-0.86) for NO2; 0.58 (0.36-0.88) for PM10 and 0.58 (0.39-0.66) for PM2.5. Conclusions: LUR and dispersion model estimates correlated on average well for NO2 but only moderately for PM10 and PM2.5, with large variability across areas. DM predicted a moderate to large proportion of the measured variation for NO2 but less for PM10 and PM2.5.
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| 3. |
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| 4. |
- Forsberg, Bertil, professor, 1956-, et al.
(författare)
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Coronanedstängningens betydelse för luftföroreningshalter, beräknade hälsokonsekvenser och registrerade uttag av astmaläkemedel i Stockholmsområdet
- 2022
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Nedstängningen av samhällen på grund av pandemin våren 2020 skedde tämligen globalt, varför åtföljande förändringar av utsläpp både lokalt och på långt avstånd kan ha påverkat luftkvaliteten i Stockholm. Denna rapport redovisar tre delstudier: en analys av hur föroreningshalterna i Stockholmsområdet påverkades av den inledande nedstängningen av samhället, en hälsokonsekvensberäkning av vilka hälsoeffekter en sådan förändring av halterna antas medföra, samt en epidemiologisk tidsseriestudie av sambanden mellan registrerat dagligt antal utköp av astmamediciner och halter av luftföroreningar under den inledande nedstängningen och före/efter denna period.Vi har i detta projekt använt två metoder, spridningsmodellering med emissionsdata respektive regressionsanalys med mätdata, för att beräkna hur främst kväveoxidhalterna påverkades av minskade emissioner lokalt, samt hur bl.a halterna av kvävedioxid och ozon i staden avvek ifrån förväntade värden efter hänsyn till meteorologins inverkan på halterna.Spridningsberäkningarna visade att halterna av kvävedioxid minskade med 0,7 μg/m3 under mars-juli till följd av minskad lokal trafik. Utifrån sammanvägningar av publicerade epidemiologiska samband skulle detta leda till cirka 2 dödsfall färre i 9 kommuner med totalt drygt 1,5 miljoner invånare, medan besök och inläggningar på sjukhus för andningsorganen förväntas minska med drygt 24 fall genom minskade lokala utsläpp.Den väderjusterade minskningen av totala NO2 halterna var 2,8 μg/m3, vilket skulle förväntas leda till ungefär 97 färre besök och inläggningar på sjukhus för andningsorganen under samma 5 månader. Men eftersom minskade utsläpp av kväveoxider även följdes av en oväntat stor väderjusterad ökning av marknära ozon förväntas för vissa hälsoutfall en nettoökning av antalet fall, exempelvis av patienter med problem i andningsorganen.Eftersom utköp av förskrivna läkemedel inte kräver att man besöker sjukvården, inte ens att man besöker ett apotek, studerades dagligt antal utköp av astmaläkemedel i relation till variationer i luftföroreningshalterna. Trots en inledande hamstringsvåg med efterföljande svacka i utköp under maj och lägre uppmätta halter av kväveoxider (NOx) och partiklar <10 mikrometer (PM10) än normalt, fanns sammantaget även under april-juli 2020 en statistiskt säkerställd effekt av PM10 och NOx på dagligt antal utköp. När relativa riskökningen per 10 μg/m3 jämförs mellan denna nedstängningsperiod och övrig studieperiod kan konstateras att ökningen av utköp per haltökning var högre under april-juli 2020. För hela perioden 2018 - 2021 visade en meta-skattning över 21 kommuner i Stockholms län på 2,6 procent ökning i uttag av lång- och korttidsverkande astmaläkemedel per 10 μg/m3 ökning av PM10 (medelvärde för samma dygn och det föregående).
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| 5. |
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| 6. |
- Johansson, Christer, et al.
(författare)
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Impacts of air pollution and health by changing commuting from car to bicycle
- 2017
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Ingår i: Science of the Total Environment. - : Elsevier. - 0048-9697 .- 1879-1026. ; 584-585, s. 55-63
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Tidskriftsartikel (refereegranskat)abstract
- Our study is based on individual data on people’s home and work addresses, as well as their age, sex and physical capacity, in order to establish realistic bicycle-travel distances. A transport model is used to single out data on commuting preferences in the County Stockholm. Our analysis shows there is a very large potential for reducing emissions and exposure if all car drivers living within a distance corresponding to a maximum of a 30 minute bicycle ride to work would change to commuting by bicycle. It would result in more than 111 000 new cyclists, corresponding to an increase of 209% compared to the current situation.Mean population exposure would be reduced by about 7% for both NOx and black carbon (BC) in the most densely populated area of the inner city of Stockholm. Applying a relative risk for NOx of 8% decrease in all-cause mortality associated with a 10 µg m-3 decrease in NOx, this corresponds to more than 449 (95% CI: 340 - 558) years of life saved annually for the Stockholm county area with 2.1 million inhabitants. This is more than double the effect of the reduced mortality estimated for the introduction of congestion charge in Stockholm in 2006. Using NO2 or BC as indicator of health impacts, we obtain 395 (95% CI: 172 - 617) and 185 (95% CI: 158 - 209) years of life saved for the population, respectively. The calculated exposure of BC and its corresponding impacts on mortality are likely underestimated. With this in mind the estimates using NOx, NO2 and BC show quite similar health impacts considering the 95% confidence intervals.
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| 7. |
- Johansson, Christer, et al.
(författare)
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The effects of congestions tax on air quality and health.
- 2009
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Ingår i: Atmospheric Environment. - : Elsevier BV. - 1352-2310 .- 1873-2844. ; 43:31, s. 4843-4854
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Tidskriftsartikel (refereegranskat)abstract
- The “Stockholm Trial” involved a road pricing system to improve the air quality and reduce traffic congestion. The test period of the trial was January 3–July 31, 2006. Vehicles travelling into and out of the charge cordon were charged for every passage during weekdays. The amount due varied during the day and was highest during rush hours (20 SEK = 2.2 EUR, maximum 60 SEK per day). Based on measured and modelled changes in road traffic it was estimated that this system resulted in a 15% reduction in total road use within the charged cordon. Total traffic emissions in this area of NOx and PM10 fell by 8.5% and 13%, respectively. Air quality dispersion modelling was applied to assess the effect of the emission reductions on ambient concentrations and population exposure. For the situations with and without the trial, meteorological conditions and other emissions than from road traffic were kept the same. The calculations show that, with a permanent congestion tax system like the Stockholm Trial, the annual average NOx concentrations would be lower by up to 12% along the most densely trafficked streets. PM10 concentrations would be up to 7% lower. The limit values for both PM10 and NO2 would still be exceeded along the most densely trafficked streets. The total population exposure of NOx in Greater Stockholm (35 × 35 km with 1.44 million people) is estimated to decrease with a rather modest 0.23 μg m−3. However, based on a long-term epidemiological study, that found an increased mortality risk of 8% per 10 μg m−3 NOx, it is estimated that 27 premature deaths would be avoided every year. According to life-table analysis this would correspond to 206 years of life gained over 10 years per 100 000 people following the trial if the effects on exposures would persist. The effect on mortality is attributed to road traffic emissions (likely vehicle exhaust particles); NOx is merely regarded as an indicator of traffic exposure. This is only the tip of the ice-berg since reductions are expected in both respiratory and cardiovascular morbidity. This study demonstrates the importance of not only assessing the effects on air quality limit values, but also to make quantitative estimates of health impacts, in order to justify actions to reduce air pollution.
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| 8. |
- Jönsson, Oskar, et al.
(författare)
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Air pollution episodes in Stockholm regional background air due to sources in Europe and their effects on human population
- 2013
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Ingår i: Boreal environment research. - 1239-6095 .- 1797-2469. ; 18:3-4, s. 280-302
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Tidskriftsartikel (refereegranskat)abstract
- Using air quality measurements, we categorized air pollution according to source sectors in a rural background environment in southern Sweden based on hourly air-mass backward trajectories during 1997-2010. Concentrations of fine (PM2.5) and sum of fine and coarse particulate matter (PM10), accumulation mode particle number, black carbon and surface ozone were 4.0, 3.9, 4.5, 6.8 and 1.3 times higher, respectively, in air masses from the southeast as compared with those in air masses from the cleanest sector in the northwest, consistent with air-mass transport over areas with relatively high emissions of primary particulate matter (PM) and secondary PM precursors. The highest ultrafine particle numbers were associated with clean air from the northwest. We estimate that almost 7.8% and 0.6% higher premature human mortality is caused by PM2.5 and ozone exposure, respectively, when air originates from the southeast as compared with that when air originates from the northwest. Reductions of emissions in eastern Europe would reduce the highest air pollution concentrations and associated health risks. However, since air masses from the southwest are more frequent, emissions in the western part of Europe are more important for annual mean premature mortality.
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| 9. |
- Kriit, Hedi Katre, et al.
(författare)
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A health economic assessment of air pollution effects under climate neutral vehicle fleet scenarios in Stockholm, Sweden
- 2021
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Ingår i: Journal of Transport and Health. - : Elsevier BV. - 2214-1405 .- 2214-1413. ; 22
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Tidskriftsartikel (refereegranskat)abstract
- Introduction: Electric vehicles (EVs) are heavily promoted as beneficial for climate and health. In most studies, it is assumed that EVs contribution to urban air pollution is zero due to no tailpipe emissions, ignoring the contribution of non-exhaust particles (brake, tire and road wear), which are unregulated in EU. This study of Stockholm, Sweden, aims to 1) assess how a future vehicle fleet impacts concentrations of particles of size less than 2.5 μm (PM2.5) and evaluate the expected health outcomes economically and 2) compare this with CO2 savings. Methods: Source specific dispersion models of exhaust and non-exhaust PM2.5 was used to estimate the population weighted concentrations. Thereafter exposure differences within a business as usual (BAU2035) and a fossil free fuel (FFF2035) scenario were used to assess expected health and economic impacts. The assessment considered both exhaust and non-exhaust emissions, considering the vehicle weight and the proportion of vehicles using studded winter tires. Health economic costs were retrieved from the literature and societal willingness to pay was used to value quality-adjusted life-years lost due to morbidity and mortality. Results: The mean population weighted exhaust PM2.5 concentration decreased 0.012 μg/m3 (39%) in FFF2035 as compared to BAU2035. Assuming 50% higher road and tire wear PM2.5 emission because of higher weight among EVs and 30% less brake wear emissions, the estimated decrease in wear particle exposures were 0.152 (22%) and 0.014 μg/m3 (1.9%) for 0 and 30% use on studded winter tires, respectively. The resulting health economic costs were estimated to €217M and €32M, respectively. An increase by 0.079 μg/m3 (11%) was however estimated for 50% use of studded winter tires, corresponding to an €89M increase in health costs. Conclusion: Considering both exhaust and wear generated particles, it is not straight forward that an increase of EVs will decrease the negative health impacts.
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| 10. |
- Lövenheim, Boel, et al.
(författare)
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Health risk assessment of reduced air pollution exposure when changing commuting by car to bike
- 2016
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Konferensbidrag (refereegranskat)abstract
- In this study we have assessed the reduction in traffic emissions and population exposure assuming all potential car commuters would switch to biking if they live within 30 minute travel by bike. The scenario would result in more than 100 000 new bikers and due to the reduced traffic emissions 42 premature deaths would be avoided per year. This is almost twice as large effect as the congestion tax in Stockholm. Introduction Regular physical activity has important and wide-ranging health benefits including reduced risk of chronic disease, and physical inactivity is mentioned as perhaps the most important public health problem of the 21st century. At the same time, the direct effects of traffic emissions is a major health problem. Transferring commuting by car to bike will increase physical activity and reduce emissions and reduce population exposure to traffic pollution. The exposure of commuters will also change; new bikers may get higher exposure whilst old bikers and car drivers may get lower exposures, depending on commuting route and distance. Methodology In this study we have calculated the potential number of car-to-bike switching commuters depending on distance, travel time, age of commuters, etc. We have made calculations for a 30-minute biking scenario, i.e. transferring all car commuters to bike if their travel time by bike is less than or equal to 30 minutes. The commuting distance depends on age and sex. For the travel and traffic modelling the LuTrans model was used. It includes all different modes of travel; walking, bicycling, public transport systems and car traffic. The model was developed based on travel survey data and is regularly calibrated using traffic counts. Emissions from road traffic were calculated based on HBEFA 3.2. A Gaussian dispersion model was used estimate exposures over the county of Stockholm. Results The 30 min scenario resulted in 106 881 more bikers, an increase of 2.6 times compared to base scenario. Of all bikers 50% were men and the mean age of all bikers was 42. The traffic emissions of NOx was reduced by up to 7%. Up to 20% reduction in traffic contribution to NOx concentrations was calculated as shown in Figure 1. The mean reduction in concentration for the whole area is 6% and the largest occur were most people live.The population weighted mean NOx concentration for 1.6 million people in Greater Stockholm is estimated to be reduced by 0.41 μg m-3. Assuming that the premature mortality is reduced by 8% per 10 μg m-3 (Nafstad et al., 2004), this corresponds to 42 avoided premature deaths every year or 514 gained life years gained. This is even somewhat more beneficial than the effects of the congestion charge in Stockholm (Johansson et al., 2009), which was estimated to save 27 premature deaths per year. The gain in reduced mortality is almost as large as the gain in health of the increased physical activity. Conclusions Transferring car commuters to bike is not only beneficial for the physical activity, but will also lead to reduced traffic emissions and reduced population exposure. Our estimates show that it may be even more beneficial for mortality due to air pollution exposure than the congestion charge in Stockholm. Acknowledgement This project was funded by the Swedish Research Council for Health, Working life and Welfare. References Johansson, C., Burman, L., Forsberg, B. 2009. The effects of congestions tax on air quality and health. Atmos. Environ. 43, 4843-4854.Nafstad, P., Lund Håheim, L., Wisloeff, T., Gram, G., Oftedal, B., Holme, I., Hjermann, I. and Leren, P. 2004. Urban Air Pollution and Mortality in a Cohort of Norwegian Men. Environ. Health Perspect. 112, 610-615.
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