| 1. |
- Elm, Klas, et al.
(författare)
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En ny nollvision som både räddar och förlänger liv
- 2017
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Ingår i: Dagens Samhälle. - Stockholm. - 2002-5548. ; :24 november
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Tidskriftsartikel (populärvet., debatt m.m.)abstract
- Nollvisionen för trafiksäkerheten är cynisk. Infrastrukturminister Tomas Eneroth måste ta fram ett nytt mål bortom nollvisionen som inte bara förhindrar dödsolyckor i trafiken, utan som också räddar, förbättrar och förlänger liv i hela samhället. Ett transportsystem där folkhälsan går plus är möjligt nu när elcykelförsäljningen ökar dramatiskt, skriver forskare och initiativtagare till Moving Beyond Zero. Varje person som väljer att cykla istället för att ta bilen räddar liv. Minskad biltrafik leder till mindre avgasutsläpp och vägslitage. Det förbättrar livskvaliteten hos personer med andningsbesvär och gör att de globala klimatförändringarna som påverkar allas hälsa negativt minskar. Dessutom vet vi sedan länge att motion förbättrar hälsan.Sedan 20 år tillbaka styrs det svenska trafiksäkerhetsarbetet av målet att ingen ska dödas eller skadas allvarligt i trafiken. Inledningsvis var arbetet framgångsrikt och antalet omkomna i trafikolyckor minskade från omkring 540 per år till fjolårets 270. Varje dödsfall är ett för mycket, men i dag framstår nollvisionen som cynisk.Bilarnas trafiksäkerhet har under dessa år ökat på cyklisternas bekostnad. Nya vajerräcken är den vägåtgärd som i störst utsträckning bidragit till att minska olyckorna för bilister. Men det har gjort det omöjligt att cykla på vägen. Det är en förklaring till att cyklandet har minskat på landsbygden. Trafikverket slår sig för bröstet för att antalet dödade och skadade har minskat i en del av samhället när det samtidigt har inneburit att personer dör i en annan del.Trafikverkets översyn av Nollvisionen från 2016 beskriver hur olyckor för bilister ska förhindras. För cyklisterna ses olyckorna som “oundvikliga” och att skadorna ska lindras genom att cyklisterna ska sänka hastigheten samt bära fluorescerande kläder och skyddsutrustning. Krav på att cyklister ska skydda sig själva från farliga vägar och bilar riskerar att minska cyklandet.Detta är cyniskt, då det finns flera åtgärder som Trafikverket kan göra för att också förhindra cykelolyckor. Trafikverkets egna beräkningar visar att säkrare cykelinfrastruktur skulle leda till 78 färre allvarligt skadade cyklister per år. Sänkt hastighet i tätbebyggt område och bättre vinterväghållning för cyklister skulle leda till 48 respektive 38 färre allvarligt skadade per år.Men istället för att satsa på det som skulle öka cyklingen och göra den säkrare har de senaste tjugo åren inneburit motsatsen. Nu gör elcykelpremien att försäljningen av elcyklar ökar dramatiskt och nyligen utsågs elcykeln till årets julklapp. Nu finns det möjligheter att tänka nytt i trafikpolitiken.Nyttorna med ökad aktiv mobilitet, såsom gång och cykling, är så mycket större än trafiksäkerhet. I jämförelse med olycksriskerna är hälsoeffekterna 20 gånger större. I Sverige dör varje år 1 500 personer på grund av luftföroreningar och vägdamm från trafiken, och flera 1000-tals personer dör varje år i förtid på grund av fysiskt inaktiv livsstil.Därför behöver Sverige en ny nollvision som räddar, förbättrar och förlänger liv istället för att så få som möjligt ska dödas eller skadas. Ett sådant mål kan bara nås genom att främja aktiv mobilitet. Klas ElmSvensk Cykling Gunilla Brynell JohanssonVD, Vätternrundan Lars StrömgrenEuropean Cyclists’ Federation Lovisa LarssonTrafiksäkerhetsrådet Peter SchantzProfessor, Gymnastik- och idrottshögskolan (GIH) Arijana MarjanovicCykelfrämjandet Henrik OretorpSvenska Cykelstäder Bertil ForsbergProfessor, Umeå Universitet
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| 2. |
- 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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| 3. |
- 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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| 4. |
- Nilsson Sommar, Johan, et al.
(författare)
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Overall health impacts of a potential increase in cycle commuting in Stockholm, Sweden
- 2022
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Ingår i: Scandinavian Journal of Public Health. - : Sage Publications. - 1403-4948 .- 1651-1905. ; 50, s. 552-564
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Tidskriftsartikel (refereegranskat)abstract
- Objectives: To estimate the overall health impact of transferring commuting trips from car to bicycle..Design and setting: In this study registry information on location of home and work for residents in the County of Stockholm was used to obtain the shortest travel route on a network of bicycle paths and roads. Current modes of travel to work were based on travel survey data. The relation between duration of cycling and distance cycled was established as a basis for selecting the number of individuals that normally would drive a car to their work place, but have a distance to work that they could bicycle within 30 minutes. The change in traffic flows was estimated by a transport model (LuTrans) and effects on road traffic injuries and fatalities were estimated by using national hospital injury data. Effects on air pollution concentrations were modelled using dispersion models.Results: Within the scenario, 111 000 commuters would shift from car to bicycle. This corresponds to 32% of the existing car commuters. On average the increased physical activity reduced the one-year mortality risk by 12% among the additional bicyclists corresponding to 16 fewer premature deaths per year. Including the number of years lost due to morbidity, the total number of disability adjusted life years (DALYs) gained was 696. The amount of DALYs per year gained in the general population due to reduced air pollution concentrations at home addresses was 471. The number of DALYs lost by traffic injuries was 176. Including also air pollution effects among bicyclists, the scenario was calculated to each year give a net benefit of 939 DALYs.Conclusion: The health impact assessment of transferring commuting by car to bicycle estimated large health benefits even then considering injuries and air pollution exposure among bicyclists.
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| 5. |
- Nilsson Sommar, Johan, et al.
(författare)
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Potential for reduced premature mortality by current and increased bicycle commuting : a health impact assessment using registry data on home and work addresses in Stockholm, Sweden.
- 2021
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Ingår i: BMJ Open Sport & Exercise Medicine. - : BMJ Publishing Group Ltd. - 2055-7647. ; 7:1
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Tidskriftsartikel (refereegranskat)abstract
- Objectives: The study aims to make use of individual data to estimate the impact on premature mortality due to both existing commuter bicycling and the potential impact due to increased physical activity through shifting transport mode from car commuting to bicycling.Methods: Using registry data on home and work addresses for the population of Stockholm County the shortest bicycling route on a network of bicycle paths and roads was retrieved. Travel survey data were used to establish current modes of commuting. The relation between duration of bicycling and distance bicycled within the general population in 2015 was established as a basis for identifying individuals that currently drive a car to work but were estimated to have the physical capacity to bicycle to work within 30 min. Within this mode-shift scenario from car-to-bike the duration of bicycling per week was estimated, both among current and potential bicycle commuters. The health impact assessment (HIA) on mortality due to bicycle commuting physical activity was estimated using the same relative risk as within the WHO Health Economic Assessment Tool.Results: The current number of bicycle commuters were 53 000, and the scenario estimated an additional 111 000. Their mean bicycle distances were 4.5 and 3.4 km, respectively. On average these respective amounts of physical activity reduced the yearly mortality by 16% and 12%, resulting in 11.3 and 16.2 fewer preterm deaths per year.Conclusion: The HIA of transferring commuting by car to bicycle estimated large health benefits due to increased physical activity.
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| 6. |
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| 7. |
- Strömgren, Magnus, et al.
(författare)
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Modeling commuter modal shifts from car trips to cycling : Scenario construction and outcomes for Stockholm, Sweden
- 2020
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Ingår i: Journal of Transport Geography. - : Elsevier. - 0966-6923 .- 1873-1236. ; 86
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Tidskriftsartikel (refereegranskat)abstract
- This article presents the construction and outcomes of scenarios modeling commuter modal shift from car trips to cycling in the metropolitan region of Stockholm, the capital of Sweden. Building and improving upon previous studies in terms of both methodological approach and degree of spatial resolution of the modeling output, we examine scenarios where car commuters able to reach their workplace within 30 and 50 minutes of cycling shift commuting mode. Overall, car–bicycle modal shift figures were 31.6% and 48.7%, respectively. However, there were considerable geographical differences. While a substantial number of new bicycle commuters appeared in all five macro-level subdivisions of the study area, modal shift was by far the highest among car commuters living in the Inner City and its immediate surroundings.
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