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Dr. Christian Brand
University of Oxford

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0 Climate Change Mitigation
0 Energy Policy
0 Transport Policy
0 Active Mobility
0 Active travel

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Active travel
Climate Change Mitigation
Active Mobility
Energy Policy
Transport Policy

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Journal article
Published: 20 June 2021 in Future Transportation
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Predicting car ownership patterns at high spatial resolution is key to understanding pathways for decarbonisation—via electrification and demand reduction—of the private vehicle fleet. As the factors widely understood to influence car ownership are highly interdependent, linearised regression models, which dominate previous work on spatially explicit car ownership modelling in the UK, have shortcomings in accurately predicting the relationship. This paper presents predictions of spatially disaggregated car ownership—and change in car ownership over time—in Great Britain (GB) using deep neural networks (NNs) with hyperparameter tuning. The inputs to the models are demographic, socio-economic and geographic datasets compiled at the level of Census Lower Super Output Areas (LSOAs)—areas covering between 300 and 600 households. It was found that when optimal hyperparameters are selected, these neural networks can predict car ownership with a mean absolute error of up to 29% lower than when formulating the same problem as a linear regression; the results from NN regression are also shown to outperform three other artificial intelligence (AI)-based methods: random forest, stochastic gradient descent and support vector regression. The methods presented in this paper could enhance the capability of transport/energy modelling frameworks in predicting the spatial distribution of vehicle fleets, particularly as demographics, socio-economics and the built environment—such as public transport availability and the provision of local amenities—evolve over time. A particularly relevant contribution of this method is that by coupling it with a technology dissipation model, it could be used to explore the possible effects of changing policy, behaviour and socio-economics on uptake pathways for electric vehicles —cited as a vital technology for meeting Net Zero greenhouse gas emissions by 2050.

ACS Style

James Dixon; Sofia Koukoura; Christian Brand; Malcolm Morgan; Keith Bell. Spatially Disaggregated Car Ownership Prediction Using Deep Neural Networks. Future Transportation 2021, 1, 113 -133.

AMA Style

James Dixon, Sofia Koukoura, Christian Brand, Malcolm Morgan, Keith Bell. Spatially Disaggregated Car Ownership Prediction Using Deep Neural Networks. Future Transportation. 2021; 1 (1):113-133.

Chicago/Turabian Style

James Dixon; Sofia Koukoura; Christian Brand; Malcolm Morgan; Keith Bell. 2021. "Spatially Disaggregated Car Ownership Prediction Using Deep Neural Networks." Future Transportation 1, no. 1: 113-133.

Journal article
Published: 06 June 2021 in Regular Issue
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Active travel (walking, cycling or scooting for transport) is considered a healthy and sustainable form of getting from A to B. The net effects of active travel on mobility-related carbon dioxide (CO2) emissions are complex and remarkably under-researched across a wide range of settings. This paper seeks to provide a summary of research on active travel as a low carbon mobility option in the context of the climate emergency. Key gaps are identified and discussed. The paper concludes with a projection of future research.

ACS Style

Christian Brand. Active Travel’s Contribution to Climate Change Mitigation: Research Summary and Outlook. Regular Issue 2021, 1, 1 .

AMA Style

Christian Brand. Active Travel’s Contribution to Climate Change Mitigation: Research Summary and Outlook. Regular Issue. 2021; 1 (1):1.

Chicago/Turabian Style

Christian Brand. 2021. "Active Travel’s Contribution to Climate Change Mitigation: Research Summary and Outlook." Regular Issue 1, no. 1: 1.

Journal article
Published: 27 February 2021 in Transportation Research Part D: Transport and Environment
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Active travel (walking or cycling for transport) is considered the most sustainable form of personal transport. Yet its net effects on mobility-related CO2 emissions are complex and under-researched. Here we collected travel activity data in seven European cities and derived life cycle CO2 emissions across modes and purposes. Daily mobility-related life cycle CO2 emissions were 3.2 kgCO2 per person, with car travel contributing 70% and cycling 1%. Cyclists had 84% lower life cycle CO2 emissions than non-cyclists. Life cycle CO2 emissions decreased by −14% per additional cycling trip and decreased by −62% for each avoided car trip. An average person who ‘shifted travel modes’ from car to bike decreased life cycle CO2 emissions by 3.2 kgCO2/day. Promoting active travel should be a cornerstone of strategies to meet net zero carbon targets, particularly in urban areas, while also improving public health and quality of urban life.

ACS Style

Christian Brand; Evi Dons; Esther Anaya-Boig; Ione Avila-Palencia; Anna Clark; Audrey de Nazelle; Mireia Gascon; Mailin Gaupp-Berghausen; Regine Gerike; Thomas Götschi; Francesco Iacorossi; Sonja Kahlmeier; Michelle Laeremans; Mark J Nieuwenhuijsen; Juan Pablo Orjuela; Francesca Racioppi; Elisabeth Raser; David Rojas-Rueda; Arnout Standaert; Erik Stigell; Simona Sulikova; Sandra Wegener; Luc Int Panis. The climate change mitigation effects of daily active travel in cities. Transportation Research Part D: Transport and Environment 2021, 93, 102764 .

AMA Style

Christian Brand, Evi Dons, Esther Anaya-Boig, Ione Avila-Palencia, Anna Clark, Audrey de Nazelle, Mireia Gascon, Mailin Gaupp-Berghausen, Regine Gerike, Thomas Götschi, Francesco Iacorossi, Sonja Kahlmeier, Michelle Laeremans, Mark J Nieuwenhuijsen, Juan Pablo Orjuela, Francesca Racioppi, Elisabeth Raser, David Rojas-Rueda, Arnout Standaert, Erik Stigell, Simona Sulikova, Sandra Wegener, Luc Int Panis. The climate change mitigation effects of daily active travel in cities. Transportation Research Part D: Transport and Environment. 2021; 93 ():102764.

Chicago/Turabian Style

Christian Brand; Evi Dons; Esther Anaya-Boig; Ione Avila-Palencia; Anna Clark; Audrey de Nazelle; Mireia Gascon; Mailin Gaupp-Berghausen; Regine Gerike; Thomas Götschi; Francesco Iacorossi; Sonja Kahlmeier; Michelle Laeremans; Mark J Nieuwenhuijsen; Juan Pablo Orjuela; Francesca Racioppi; Elisabeth Raser; David Rojas-Rueda; Arnout Standaert; Erik Stigell; Simona Sulikova; Sandra Wegener; Luc Int Panis. 2021. "The climate change mitigation effects of daily active travel in cities." Transportation Research Part D: Transport and Environment 93, no. : 102764.

Journal article
Published: 29 January 2021 in Global Environmental Change
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Active travel (walking or cycling for transport) is considered the most sustainable and low carbon form of getting from A to B. Yet the net effects of changes in active travel on changes in mobility-related CO2 emissions are complex and under-researched. Here we collected longitudinal data on daily travel behavior, journey purpose, as well as personal and geospatial characteristics in seven European cities and derived mobility-related lifecycle CO2 emissions over time and space. Statistical modelling of longitudinal panel (n = 1849) data was performed to assess how changes in active travel, the ‘main mode’ of daily travel, and cycling frequency influenced changes in mobility-related lifecycle CO2 emissions. We found that changes in active travel have significant lifecycle carbon emissions benefits, even in European urban contexts with already high walking and cycling shares. An increase in cycling or walking consistently and independently decreased mobility-related lifecycle CO2 emissions, suggesting that active travel substituted for motorized travel – i.e. the increase was not just additional (induced) travel over and above motorized travel. To illustrate this, an average person cycling 1 trip/day more and driving 1 trip/day less for 200 days a year would decrease mobility-related lifecycle CO2 emissions by about 0.5 tonnes over a year, representing a substantial share of average per capita CO2 emissions from transport. The largest benefits from shifts from car to active travel were for business purposes, followed by social and recreational trips, and commuting to work or place of education. Changes to commuting emissions were more pronounced for those who were younger, lived closer to work and further to a public transport station. Even if not all car trips could be substituted by active travel the potential for decreasing emissions is considerable and significant. The study gives policy and practice the empirical evidence needed to assess climate change mitigation impacts of urban transport measures and interventions aimed at mode shift to more sustainable modes of transport. Investing in and promoting active travel whilst ‘demoting’ private car ownership and use should be a cornerstone of strategies to meet ‘net zero’ carbon targets, particularly in urban areas, while also reducing inequalities and improving public health and quality of urban life in a post-COVID-19 world.

ACS Style

Christian Brand; Thomas Götschi; Evi Dons; Regine Gerike; Esther Anaya-Boig; Ione Avila-Palencia; Audrey de Nazelle; Mireia Gascon; Mailin Gaupp-Berghausen; Francesco Iacorossi; Sonja Kahlmeier; Luc Int Panis; Francesca Racioppi; David Rojas-Rueda; Arnout Standaert; Erik Stigell; Simona Sulikova; Sandra Wegener; Mark J. Nieuwenhuijsen. The climate change mitigation impacts of active travel: Evidence from a longitudinal panel study in seven European cities. Global Environmental Change 2021, 67, 102224 .

AMA Style

Christian Brand, Thomas Götschi, Evi Dons, Regine Gerike, Esther Anaya-Boig, Ione Avila-Palencia, Audrey de Nazelle, Mireia Gascon, Mailin Gaupp-Berghausen, Francesco Iacorossi, Sonja Kahlmeier, Luc Int Panis, Francesca Racioppi, David Rojas-Rueda, Arnout Standaert, Erik Stigell, Simona Sulikova, Sandra Wegener, Mark J. Nieuwenhuijsen. The climate change mitigation impacts of active travel: Evidence from a longitudinal panel study in seven European cities. Global Environmental Change. 2021; 67 ():102224.

Chicago/Turabian Style

Christian Brand; Thomas Götschi; Evi Dons; Regine Gerike; Esther Anaya-Boig; Ione Avila-Palencia; Audrey de Nazelle; Mireia Gascon; Mailin Gaupp-Berghausen; Francesco Iacorossi; Sonja Kahlmeier; Luc Int Panis; Francesca Racioppi; David Rojas-Rueda; Arnout Standaert; Erik Stigell; Simona Sulikova; Sandra Wegener; Mark J. Nieuwenhuijsen. 2021. "The climate change mitigation impacts of active travel: Evidence from a longitudinal panel study in seven European cities." Global Environmental Change 67, no. : 102224.

Preprint content
Published: 19 January 2021
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Active travel (walking or cycling for transport) is generally good for health, the environment and the economy. Yet the net effects of changes in active travel on changes in mobility-related CO2 emissions are complex and under-researched. Here we collected longitudinal data on daily travel behavior, mode choice, as well as personal and geospatial characteristics in seven European cities and derived mobility-related lifecycle CO2 emissions from daily travel activity over time and space. Fixed- and mixed-effects modelling of longitudinal panel data (n=1849) was performed to assess the associations between changes in lifecycle CO2 emissions and changes in transport mode use (primary exposure), main mode of travel, and cycling frequency (secondary exposures). Daily mobility-related lifecycle CO2 emissions were 2.8 kgCO2 per person at baseline, with car travel contributing 69% and cycling 1%. At follow-up, mobility-related lifecycle CO2 emissions were -0.52 (95%CI -0.82 to -0.21) kgCO2/day lower per additional cycling trip, -0.41 (95%CI -0.69 to -0.12) kgCO2/day lower per additional walking trip, and -2.11 (95%CI -1.78 to -2.43) kgCO2/day lower per ‘avoided’ car trip. An average person cycling 1 trip/day more and driving 1 trip/day less for 200 days a year would decrease mobility-related lifecycle CO2 emissions by about 0.5 tonnes over a year. Those who changed from ‘not cycling’ to ‘cycling’ decreased daily CO2 emissions by -2.54 (95%CI -3.90 to -1.17) kgCO2/day. Mobility-related CO2 emissions decreased by -9.28 (95%CI -11.46 to -7.11) kg/day for those who changed their ‘main mode’ from car, van or motorbike to active travel. Extensive sensitivity analyses by city, journey purpose and key personal characteristics largely confirmed our results. Active travel is shown to substitute for motorized travel, with significant climate change mitigation effects. Even if not all car trips could be substituted by active travel the potential for decreasing emissions is considerable and significant. Investing in and promoting active travel should therefore be a cornerstone of strategies to meet net zero carbon targets, particularly in urban areas, while also improving public health and quality of urban life.

ACS Style

Christian Brand; Thomas Goetschi; Evi Dons; Regine Gerike; Esther Anaya-Boig; Ione Avila-Palencia; Audrey De Nazelle; Mireia Gascon; Mailin Gaupp-Berghausen; Francesco Iacorossi; Sonja Kahlmeier; Luc Int Panis; Francesca Racioppi; David Rojas-Rueda; Arnout Standaert; Erik Stigell; Simona Sulikova; Sandra Wegener; Mark J. Nieuwenhuijsen. The climate change mitigation impacts of active travel: Evidence from a longitudinal panel study in seven European cities. 2021, 1 .

AMA Style

Christian Brand, Thomas Goetschi, Evi Dons, Regine Gerike, Esther Anaya-Boig, Ione Avila-Palencia, Audrey De Nazelle, Mireia Gascon, Mailin Gaupp-Berghausen, Francesco Iacorossi, Sonja Kahlmeier, Luc Int Panis, Francesca Racioppi, David Rojas-Rueda, Arnout Standaert, Erik Stigell, Simona Sulikova, Sandra Wegener, Mark J. Nieuwenhuijsen. The climate change mitigation impacts of active travel: Evidence from a longitudinal panel study in seven European cities. . 2021; ():1.

Chicago/Turabian Style

Christian Brand; Thomas Goetschi; Evi Dons; Regine Gerike; Esther Anaya-Boig; Ione Avila-Palencia; Audrey De Nazelle; Mireia Gascon; Mailin Gaupp-Berghausen; Francesco Iacorossi; Sonja Kahlmeier; Luc Int Panis; Francesca Racioppi; David Rojas-Rueda; Arnout Standaert; Erik Stigell; Simona Sulikova; Sandra Wegener; Mark J. Nieuwenhuijsen. 2021. "The climate change mitigation impacts of active travel: Evidence from a longitudinal panel study in seven European cities." , no. : 1.

Preprint content
Published: 19 January 2021
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Active travel (walking or cycling for transport) is considered the most sustainable form of personal transport. Yet its net effects on mobility-related CO2 emissions are complex and under-researched. Here we collected travel activity data in seven European cities and derived life cycle CO2 emissions across modes and purposes. Daily mobility-related life cycle CO2 emissions were 3.2 kgCO2 per person, with car travel contributing 70% and cycling 1%. Cyclists had 84% lower life cycle CO2 emissions than non-cyclists. Life cycle CO2 emissions decreased by -14% per additional cycling trip and decreased by -62% for each avoided car trip. An average person who ‘shifted travel modes’ from car to bike decreased life cycle CO2 emissions by 3.2 kgCO2/day. Promoting active travel should be a cornerstone of strategies to meet net zero carbon targets, particularly in urban areas, while also improving public health and quality of urban life.

ACS Style

Christian Brand; Evi Dons; Esther Anaya-Boig; Ione Avila-Palencia; Anna Clark; Audrey De Nazelle; Mireia Gascon; Mailin Gaupp-Berghausen; Regine Gerike; Thomas Gotschi; Francesco Iacorossi; Sonja Kahlmeier; Michelle Laeremans; Mark Nieuwenhuijsen; Juan Orjuela Mendoza; Francesca Racioppi; Elisabeth Raser; David Rojas Rueda; Arnout Standaert; Erik Stigell; Simona Sulikova; Sandra Wegener; Luc Int Panis. The climate change mitigation effects of daily active travel in cities. 2021, 1 .

AMA Style

Christian Brand, Evi Dons, Esther Anaya-Boig, Ione Avila-Palencia, Anna Clark, Audrey De Nazelle, Mireia Gascon, Mailin Gaupp-Berghausen, Regine Gerike, Thomas Gotschi, Francesco Iacorossi, Sonja Kahlmeier, Michelle Laeremans, Mark Nieuwenhuijsen, Juan Orjuela Mendoza, Francesca Racioppi, Elisabeth Raser, David Rojas Rueda, Arnout Standaert, Erik Stigell, Simona Sulikova, Sandra Wegener, Luc Int Panis. The climate change mitigation effects of daily active travel in cities. . 2021; ():1.

Chicago/Turabian Style

Christian Brand; Evi Dons; Esther Anaya-Boig; Ione Avila-Palencia; Anna Clark; Audrey De Nazelle; Mireia Gascon; Mailin Gaupp-Berghausen; Regine Gerike; Thomas Gotschi; Francesco Iacorossi; Sonja Kahlmeier; Michelle Laeremans; Mark Nieuwenhuijsen; Juan Orjuela Mendoza; Francesca Racioppi; Elisabeth Raser; David Rojas Rueda; Arnout Standaert; Erik Stigell; Simona Sulikova; Sandra Wegener; Luc Int Panis. 2021. "The climate change mitigation effects of daily active travel in cities." , no. : 1.

Journal article
Published: 09 October 2020 in International Journal of Environmental Research and Public Health
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The World Health Organization’s Health Economic Assessment Tool (HEAT) for walking and cycling is a user-friendly web-based tool to assess the health impacts of active travel. HEAT, developed over 10 years ago, has been used by researchers, planners and policymakers alike in appraisals of walking and cycling policies at both national and more local scales. HEAT has undergone regular upgrades adopting the latest scientific evidence. This article presents the most recent upgrades of the tool. The health impacts of walking and/or cycling in a specified population are quantified in terms of premature deaths avoided (or caused). In addition to the calculation of benefits derived from physical activity, HEAT was recently expanded to include assessments of the burden associated with air pollution exposure and crash risks while walking or cycling. Further, the impacts on carbon emissions from mode shifts to active travel modes can now be assessed. The monetization of impacts using Value of Statistical Life and Social Costs of Carbon now uses country-specific values. As active travel inherently results in often substantial health benefits as well as not always negligible risks, assessments of active travel behavior or policies are incomplete without considering health implications. The recent developments of HEAT make it easier than ever to obtain ballpark estimates of health impacts and carbon emissions related to walking and cycling.

ACS Style

Thomas Götschi; Sonja Kahlmeier; Alberto Castro; Christian Brand; Nick Cavill; Paul Kelly; Christoph Lieb; David Rojas-Rueda; James Woodcock; Francesca Racioppi. Integrated Impact Assessment of Active Travel: Expanding the Scope of the Health Economic Assessment Tool (HEAT) for Walking and Cycling. International Journal of Environmental Research and Public Health 2020, 17, 7361 .

AMA Style

Thomas Götschi, Sonja Kahlmeier, Alberto Castro, Christian Brand, Nick Cavill, Paul Kelly, Christoph Lieb, David Rojas-Rueda, James Woodcock, Francesca Racioppi. Integrated Impact Assessment of Active Travel: Expanding the Scope of the Health Economic Assessment Tool (HEAT) for Walking and Cycling. International Journal of Environmental Research and Public Health. 2020; 17 (20):7361.

Chicago/Turabian Style

Thomas Götschi; Sonja Kahlmeier; Alberto Castro; Christian Brand; Nick Cavill; Paul Kelly; Christoph Lieb; David Rojas-Rueda; James Woodcock; Francesca Racioppi. 2020. "Integrated Impact Assessment of Active Travel: Expanding the Scope of the Health Economic Assessment Tool (HEAT) for Walking and Cycling." International Journal of Environmental Research and Public Health 17, no. 20: 7361.

Preprint
Published: 15 September 2020
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The World Health Organization’s Health Economic Assessment Tool (HEAT) for walking and cycling is a user-friendly web-based tool to assess health impacts of active travel. HEAT, developed over 10 years ago, has been used by researchers, planners and policymakers alike in appraisals of walking and cycling policies of both national and more local scales. HEAT has undergone regular upgrades adopting the latest scientific evidence. This article presents the most recent upgrades of the tool. Health impacts of walking and/or cycling in a specified population are quantified in terms of premature deaths avoided (or caused). In addition to the calculation of benefits from physical activity, HEAT was recently expanded to include assessments of the burden associated with air pollution exposure and crash risks while walking or cycling. Further, impacts on carbon emissions from mode shift to active travel modes can now be assessed. Monetization of impacts using Value of Statistical Life and Social Costs of Carbon now uses country-specific values. As active travel inherently results in often substantial health benefits as well as not always negligible risks, assessments of active travel behaviour or policies are incomplete without considering health implications. The recent developments of HEAT make it easier than ever to obtain ballpark estimates of health impacts and carbon emissions related to walking and cycling.

ACS Style

Thomas Götschi; Sonja Kahlmeier; Alberto Castro Fernandez; Christian Brand; Nick Cavill; Paul Kelly; Christoph Lieb; David Rojas Rueda; James Woodcock; Francesca Racioppi. Integrated Impact Assessment of Active Travel: Expanding the Scope of the Health Economic Assessment Tool (HEAT) for Walking and Cycling. 2020, 1 .

AMA Style

Thomas Götschi, Sonja Kahlmeier, Alberto Castro Fernandez, Christian Brand, Nick Cavill, Paul Kelly, Christoph Lieb, David Rojas Rueda, James Woodcock, Francesca Racioppi. Integrated Impact Assessment of Active Travel: Expanding the Scope of the Health Economic Assessment Tool (HEAT) for Walking and Cycling. . 2020; ():1.

Chicago/Turabian Style

Thomas Götschi; Sonja Kahlmeier; Alberto Castro Fernandez; Christian Brand; Nick Cavill; Paul Kelly; Christoph Lieb; David Rojas Rueda; James Woodcock; Francesca Racioppi. 2020. "Integrated Impact Assessment of Active Travel: Expanding the Scope of the Health Economic Assessment Tool (HEAT) for Walking and Cycling." , no. : 1.

Journal article
Published: 18 August 2020 in Transport Policy
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The relationships between the built environment characteristics and personal factors influencing public transport use and the ways they interact are not well understood. we aim to advance the understanding of the relationship between built environment and frequency of public transport use in seven European cities, while accounting for other factors, such as individual values and attitudes. in this population-based cross-sectional study, we collected information on mobility behaviour including frequency of public transport use, individual characteristics, and attitudes towards transport, environment and health issues (N = 9952). Home and work/study built environment characteristics were determined with GIS-based techniques. We also applied factor and principal component analyses to define profiles of potential correlates. Logistic regression analyses for each frequency category of public transport use (1–3 days/month, 1–3 days/week, and daily or almost daily), using as reference “never or less than once a month”, were applied. City was included as random effect. Over all, a large percentage of participants reported daily or almost daily public transport use for travel (40.5%), with a wide range across cities (from 7.1% in Örebro to 59.8% in Zurich). Being female, highly educated, a student, or not working increased the odds of higher frequency of using public transport, while having access to a car and/or a bike reduced the odds. Living or working in high-density areas was associated with higher frequency of public transport use, while living or working in low-density areas was associated with lower frequency (1–3 days/month or 1–3 days/week). We observed interactions between built environment characteristics and having access to a car and/or a bike. For instance, greater distance between the residential and the work or study address increased the odds of higher frequency of public transport use, except among participants who owned a car but not a bike. Regarding individual values and attitudes towards public transport use, valuing lower travel cost and shorter travel time was associated with daily or almost daily public transport use, while valuing low exposure to air pollution, personal health benefits while travelling, as well as flexibility and predictability, were associated with more sporadic use. We demonstrate, using one of the largest population-based comprehensive multi-city surveys across European cities with varying social and physical contexts, that dense urban environments, reliable and affordable public transport services, and limiting motorized vehicles in high density areas of the cities will help achieve much needed promotion of public transport use.

ACS Style

Mireia Gascon; Oriol Marquet; Esther Gràcia-Lavedan; Albert Ambròs; Thomas Götschi; Audrey De. Nazelle; Luc Int Panis; Regine Gerike; Christian Brand; Evi Dons; Ulf Eriksson; Francesco Iacorossi; Ione Ávila-Palència; Tom Cole-Hunter; Mark J. Nieuwenhuisjen. What explains public transport use? Evidence from seven European cities. Transport Policy 2020, 99, 362 -374.

AMA Style

Mireia Gascon, Oriol Marquet, Esther Gràcia-Lavedan, Albert Ambròs, Thomas Götschi, Audrey De. Nazelle, Luc Int Panis, Regine Gerike, Christian Brand, Evi Dons, Ulf Eriksson, Francesco Iacorossi, Ione Ávila-Palència, Tom Cole-Hunter, Mark J. Nieuwenhuisjen. What explains public transport use? Evidence from seven European cities. Transport Policy. 2020; 99 ():362-374.

Chicago/Turabian Style

Mireia Gascon; Oriol Marquet; Esther Gràcia-Lavedan; Albert Ambròs; Thomas Götschi; Audrey De. Nazelle; Luc Int Panis; Regine Gerike; Christian Brand; Evi Dons; Ulf Eriksson; Francesco Iacorossi; Ione Ávila-Palència; Tom Cole-Hunter; Mark J. Nieuwenhuisjen. 2020. "What explains public transport use? Evidence from seven European cities." Transport Policy 99, no. : 362-374.

Preprint content
Published: 16 July 2020
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Active travel (walking or cycling for transport) is considered the most sustainable form of getting from A to B. Yet the net effects of active travel on mobility-related CO2 emissions are complex and under-researched. Here we collected travel activity data in seven European cities and derived lifecycle CO2 emissions from daily travel activity. Daily mobility-related lifecycle CO2 emissions were 3.2 kgCO2 per person, with car travel contributing 70% and cycling 1%. Cyclists had 84% lower lifecycle CO2 emissions from all daily travel than non-cyclists. Lifecycle CO2 emissions decreased by -14% (95%CI -12% to -16%) per additional cycling trip and decreased by -62% (95%CI -61% to -63%) for each avoided car trip. An average person who ‘shifted travel modes’ from car to bike decreased lifecycle CO2 emissions by 3.2 (95%CI 2.0 to 5.2) kgCO2/day, and using a bike as the ‘main method of travel’ gave 7.1 (95%CI 4.8 to 10.4) kgCO2/day lower lifecycle CO2 emissions than mainly using a car or van. Investing in and promoting active travel should be a cornerstone of strategies to meet net zero carbon targets, particularly in urban areas, while also improving public health and quality of urban life.

ACS Style

Christian Brand; Evi Dons; Esther Anaya-Boig; Ione Avila-Palencia; Anna Clark; Audrey De Nazelle; Mireia Gascon; Mailin Gaupp-Berghausen; Regine Gerike; Thomas Gotschi; Francesco Iacorossi; Sonja Kahlmeier; Michelle Laeremans; Mark Nieuwenhuijsen; Juan Orjuela Mendoza; Francesca Racioppi; Elisabeth Raser; David Rojas Rueda; Arnout Standaert; Erik Stigell; Simona Sulikova; Sandra Wegener; Luc Int Panis. The climate change mitigation effects of active travel. 2020, 1 .

AMA Style

Christian Brand, Evi Dons, Esther Anaya-Boig, Ione Avila-Palencia, Anna Clark, Audrey De Nazelle, Mireia Gascon, Mailin Gaupp-Berghausen, Regine Gerike, Thomas Gotschi, Francesco Iacorossi, Sonja Kahlmeier, Michelle Laeremans, Mark Nieuwenhuijsen, Juan Orjuela Mendoza, Francesca Racioppi, Elisabeth Raser, David Rojas Rueda, Arnout Standaert, Erik Stigell, Simona Sulikova, Sandra Wegener, Luc Int Panis. The climate change mitigation effects of active travel. . 2020; ():1.

Chicago/Turabian Style

Christian Brand; Evi Dons; Esther Anaya-Boig; Ione Avila-Palencia; Anna Clark; Audrey De Nazelle; Mireia Gascon; Mailin Gaupp-Berghausen; Regine Gerike; Thomas Gotschi; Francesco Iacorossi; Sonja Kahlmeier; Michelle Laeremans; Mark Nieuwenhuijsen; Juan Orjuela Mendoza; Francesca Racioppi; Elisabeth Raser; David Rojas Rueda; Arnout Standaert; Erik Stigell; Simona Sulikova; Sandra Wegener; Luc Int Panis. 2020. "The climate change mitigation effects of active travel." , no. : 1.

Journal article
Published: 19 June 2020 in Journal of Retailing and Consumer Services
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The landscape of grocery shopping is changing fast. Online retailing via home delivery or ‘click and collect’, convenience stores and various hybrid shopping channels are gaining popularity with some consumers, but not with others. The central premise of this paper is that focusing on the ‘average grocery shopper’ is not very helpful if the objective is to understand recent and future changes in grocery shopping. There are few recent studies that have identified groups of individuals using online and multi-channel shopping by considering both observable behavior and associated attitudes – feelings, beliefs, opinions and behavioral dispositions – and by drawing explicitly on attitude theories from social psychology. The current paper thus aims to identify and describe groups of grocery shoppers using a psychographic segmentation approach that is explicitly grounded in the Theory of Planned Behavior (TPB) (Ajzen, 1991) and its close cousin, the Technology Acceptance Model (TAM) (Davis et al., 1989). Primary data were collected through a self-completion questionnaire that produced a largely representative study sample of 2032 grocery shoppers across the United Kingdom, Europe's largest market for online grocery shopping. A principal component and two stage cluster analysis methodology was implemented to identify five well-defined and highly interpretable segments according to their attitudes, norms, perceptions and beliefs, then profiled by their socio-economic and grocery shopping characteristics. The segments reveal a range of different grocery shopping preference levels, from those ‘super-shoppers’ (Flynn and Goldsmith, 2016) who are clearly attracted to the online experience and want more (‘Intensive Urbanites’, ‘Online Omnivores’) to those who appear resistant and socially responsible towards the adoption of online shopping services (‘Resisting and Responsible’). The key distinguishing features of these segments suggest that shoppers might be attracted to or repelled from online shopping for reasons of convenience, perceived benefits, costs and risks, technology affect, time pressures and fit into daily schedules (perceived behavioral control), as well as social and environmental dimensions of personal norms and beliefs.

ACS Style

Christian Brand; Tim Schwanen; Jillian Anable. ‘Online Omnivores’ or ‘Willing but struggling’? Identifying online grocery shopping behavior segments using attitude theory. Journal of Retailing and Consumer Services 2020, 57, 102195 .

AMA Style

Christian Brand, Tim Schwanen, Jillian Anable. ‘Online Omnivores’ or ‘Willing but struggling’? Identifying online grocery shopping behavior segments using attitude theory. Journal of Retailing and Consumer Services. 2020; 57 ():102195.

Chicago/Turabian Style

Christian Brand; Tim Schwanen; Jillian Anable. 2020. "‘Online Omnivores’ or ‘Willing but struggling’? Identifying online grocery shopping behavior segments using attitude theory." Journal of Retailing and Consumer Services 57, no. : 102195.

Journal article
Published: 24 February 2020 in Energy Policy
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The phasing out of conventional fossil fuel road vehicles is one of a number of potentially disruptive transport and energy policies. The implied technical substitution alone may be too slow to contribute meaningfully to meeting ‘net zero’ carbon reduction targets. This paper uses established modelling techniques and prospective scenario analyses in a UK case study to investigate what the impacts might be if we were more ambitious, how much disruption is needed to meet climate goals, the role of lifestyle and social change, and the potential implications for key actors in transport energy systems. Existing policies may neither hit carbon reduction targets nor make the early gains needed for a Paris-compliant trajectory. Deeper and earlier reductions in carbon and air quality emissions can be achieved by more ambitious but largely non-disruptive change of a 2030 phase out that includes (plug-in) hybrids. The earlier phase outs combined with lower demand for mobility and car ownership would make significant contributions to an emissions pathway that is both Paris compliant and meets urban air quality goals. Some disruption for technology providers, business and government can be expected in the more ambitious cases. The paper concludes by discussing key policy implications and recommendations.

ACS Style

Christian Brand; Jillian Anable; Ioanna Ketsopoulou; Jim Watson. Road to zero or road to nowhere? Disrupting transport and energy in a zero carbon world. Energy Policy 2020, 139, 111334 .

AMA Style

Christian Brand, Jillian Anable, Ioanna Ketsopoulou, Jim Watson. Road to zero or road to nowhere? Disrupting transport and energy in a zero carbon world. Energy Policy. 2020; 139 ():111334.

Chicago/Turabian Style

Christian Brand; Jillian Anable; Ioanna Ketsopoulou; Jim Watson. 2020. "Road to zero or road to nowhere? Disrupting transport and energy in a zero carbon world." Energy Policy 139, no. : 111334.

Journal article
Published: 01 September 2019 in Environmental Health Perspectives
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Background:Although walking for travel can help in reaching the daily recommended levels of physical activity, we know relatively little about the correlates of walking for travel in the European context.Objective:Within the framework of the European Physical Activity through Sustainable Transport Approaches (PASTA) project, we aimed to explore the correlates of walking for travel in European cities.Methods:The same protocol was applied in seven European cities. Using a web-based questionnaire, we collected information on total minutes of walking per week, individual characteristics, mobility behavior, and attitude (N=7,875). Characteristics of the built environment (the home and the work/study addresses) were determined with geographic information system (GIS)-based techniques. We conducted negative binomial regression analyses, including city as a random effect. Factor and principal component analyses were also conducted to define profiles of the different variables of interest.Results:Living in high-density residential areas with richness of facilities and density of public transport stations was associated with increased walking for travel, whereas the same characteristics at the work/study area were less strongly associated with the outcome when the residential and work/study environments were entered in the model jointly. A walk-friendly social environment was associated with walking for travel. All three factors describing different opinions about walking (ranging from good to bad) were associated with increased minutes of walking per week, although the importance given to certain criteria to choose a mode of transport provided different results according to the criteria.Discussion:The present study supports findings from previous research regarding the role of the built environment in the promotion of walking for travel and provides new findings to help in achieving sustainable, healthy, livable, and walkable cities. https://doi.org/10.1289/EHP4603

ACS Style

Mireia Gascon; Thomas Götschi; Audrey De Nazelle; Esther Gracia; Albert Ambròs; Sandra Márquez; Oriol Marquet; Ione Avila-Palencia; Christian Brand; Francesco Iacorossi; Elisabeth Raser; Mailin Gaupp-Berghausen; Evi Dons; Michelle Laeremans; Sonja Kahlmeier; Julian Sánchez; Regine Gerike; Esther Anaya-Boig; Luc Int Panis; Mark Nieuwenhuijsen. Correlates of Walking for Travel in Seven European Cities: The PASTA Project. Environmental Health Perspectives 2019, 127, 097003 .

AMA Style

Mireia Gascon, Thomas Götschi, Audrey De Nazelle, Esther Gracia, Albert Ambròs, Sandra Márquez, Oriol Marquet, Ione Avila-Palencia, Christian Brand, Francesco Iacorossi, Elisabeth Raser, Mailin Gaupp-Berghausen, Evi Dons, Michelle Laeremans, Sonja Kahlmeier, Julian Sánchez, Regine Gerike, Esther Anaya-Boig, Luc Int Panis, Mark Nieuwenhuijsen. Correlates of Walking for Travel in Seven European Cities: The PASTA Project. Environmental Health Perspectives. 2019; 127 (9):097003.

Chicago/Turabian Style

Mireia Gascon; Thomas Götschi; Audrey De Nazelle; Esther Gracia; Albert Ambròs; Sandra Márquez; Oriol Marquet; Ione Avila-Palencia; Christian Brand; Francesco Iacorossi; Elisabeth Raser; Mailin Gaupp-Berghausen; Evi Dons; Michelle Laeremans; Sonja Kahlmeier; Julian Sánchez; Regine Gerike; Esther Anaya-Boig; Luc Int Panis; Mark Nieuwenhuijsen. 2019. "Correlates of Walking for Travel in Seven European Cities: The PASTA Project." Environmental Health Perspectives 127, no. 9: 097003.

Journal article
Published: 06 June 2019 in Transportation Research Interdisciplinary Perspectives
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Physical activity has been widely associated with beneficial health effects. The use of electric-assist bicycles (e-bikes) can lead to increased or decreased physical activity, depending on the transport mode substituted. This study aimed to compare physical activity levels of e-bikers and conventional bicycle users (cyclists) as well as across e-bike user groups based on the transport mode substituted by e-bike. Physical activity, transport and user related parameters were analysed. Data from the longitudinal on-line survey of the PASTA project were used. The survey recruited over 10,000 participants in seven European cities. Physical activity levels, measured in Metabolic Equivalent Task minutes per week (MET min/wk), were similar among e-bikers and cyclists (4463 vs. 4085). E-bikers reported significantly longer trip distances for both e-bike (9.4 km) and bicycle trips (8.4 km) compared to cyclists for bicycle trips (4.8 km), as well as longer daily travel distances for e-bike than cyclists for bicycle (8.0 vs. 5.3 km per person, per day, respectively). Travel-related activities of e-bikers who switched from cycling decreased by around 200 MET min/wk., while those switching from private motorized vehicle and public transport gained around 550 and 800 MET min/wk. respectively. Therefore, this data suggests that e-bike use leads to substantial increases in physical activity in e-bikers switching from private motorized vehicle and public transport, while net losses in physical activity in e-bikers switching from cycling were much less due to increases in overall travel distance.

ACS Style

Alberto Castro; Mailin Gaupp-Berghausen; Evi Dons; Arnout Standaert; Michelle Laeremans; Anna Clark; Esther Anaya-Boig; Tom Cole-Hunter; Ione Avila-Palencia; David Rojas-Rueda; Mark Nieuwenhuijsen; Regine Gerike; Luc Int Panis; Audrey de Nazelle; Christian Brand; Elisabeth Raser; Sonja Kahlmeier; Thomas Götschi. Physical activity of electric bicycle users compared to conventional bicycle users and non-cyclists: Insights based on health and transport data from an online survey in seven European cities. Transportation Research Interdisciplinary Perspectives 2019, 1, 100017 .

AMA Style

Alberto Castro, Mailin Gaupp-Berghausen, Evi Dons, Arnout Standaert, Michelle Laeremans, Anna Clark, Esther Anaya-Boig, Tom Cole-Hunter, Ione Avila-Palencia, David Rojas-Rueda, Mark Nieuwenhuijsen, Regine Gerike, Luc Int Panis, Audrey de Nazelle, Christian Brand, Elisabeth Raser, Sonja Kahlmeier, Thomas Götschi. Physical activity of electric bicycle users compared to conventional bicycle users and non-cyclists: Insights based on health and transport data from an online survey in seven European cities. Transportation Research Interdisciplinary Perspectives. 2019; 1 ():100017.

Chicago/Turabian Style

Alberto Castro; Mailin Gaupp-Berghausen; Evi Dons; Arnout Standaert; Michelle Laeremans; Anna Clark; Esther Anaya-Boig; Tom Cole-Hunter; Ione Avila-Palencia; David Rojas-Rueda; Mark Nieuwenhuijsen; Regine Gerike; Luc Int Panis; Audrey de Nazelle; Christian Brand; Elisabeth Raser; Sonja Kahlmeier; Thomas Götschi. 2019. "Physical activity of electric bicycle users compared to conventional bicycle users and non-cyclists: Insights based on health and transport data from an online survey in seven European cities." Transportation Research Interdisciplinary Perspectives 1, no. : 100017.

Journal article
Published: 01 October 2018 in Energy Research & Social Science
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The energy literature is rich with information on the targeted effects of a behavioural intervention – numerous studies have examined if/how a particular energy behaviour changes over time. There has, however, been much less research on the untargeted effects of a behavioural intervention – limited studies have examined if/how a particular energy behaviour changes untargeted behaviour. More specifically, the relevant literature does not explicitly examine simultaneously how targeted and untargeted effects occur. The purpose of this paper is to examine the targeted and untargeted effects of an electricity display intervention on electricity, gas, and travel through a mixed methods (quantitative and qualitative) approach. The findings indicate that in a sample of 19 participants, 2 had no behavioural or attitudinal changes, 2 had changes in electricity only, 11 had changes in electricity and gas, and 4 had changes in electricity, gas, and travel. Reasons for this are explored through illustrative case studies. This is followed by a discussion and conclusion, where implications and areas of future research are identified.

ACS Style

Malek Al-Chalabi; David Banister; Christian Brand. On target? Examining the effects of information displays on household energy and travel behaviour in Oxford, United Kingdom. Energy Research & Social Science 2018, 44, 278 -290.

AMA Style

Malek Al-Chalabi, David Banister, Christian Brand. On target? Examining the effects of information displays on household energy and travel behaviour in Oxford, United Kingdom. Energy Research & Social Science. 2018; 44 ():278-290.

Chicago/Turabian Style

Malek Al-Chalabi; David Banister; Christian Brand. 2018. "On target? Examining the effects of information displays on household energy and travel behaviour in Oxford, United Kingdom." Energy Research & Social Science 44, no. : 278-290.

Journal article
Published: 01 October 2018 in Environment International
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In the fight against rising overweight and obesity levels, and unhealthy urban environments, the renaissance of active mobility (cycling and walking as a transport mode) is encouraging. Transport mode has been shown to be associated to body mass index (BMI), yet there is limited longitudinal evidence demonstrating causality. We aimed to associate transport mode and BMI cross-sectionally, but also prospectively in the first ever European-wide longitudinal study on transport and health. Data were from the PASTA project that recruited adults in seven European cities (Antwerp, Barcelona, London, Oerebro, Rome, Vienna, Zurich) to complete a series of questionnaires on travel behavior, physical activity levels, and BMI. To assess the association between transport mode and BMI as well as change in BMI we performed crude and adjusted linear mixed-effects modeling for cross-sectional (n = 7380) and longitudinal (n = 2316) data, respectively. Cross-sectionally, BMI was 0.027 kg/m2 (95%CI 0.015 to 0.040) higher per additional day of car use per month. Inversely, BMI was −0.010 kg/m2 (95%CI −0.020 to −0.0002) lower per additional day of cycling per month. Changes in BMI were smaller in the longitudinal within-person assessment, however still statistically significant. BMI decreased in occasional (less than once per week) and non-cyclists who increased cycling (−0.303 kg/m2, 95%CI −0.530 to −0.077), while frequent (at least once per week) cyclists who stopped cycling increased their BMI (0.417 kg/m2, 95%CI 0.033 to 0.802). Our analyses showed that people lower their BMI when starting or increasing cycling, demonstrating the health benefits of active mobility.

ACS Style

Evi Dons; David Rojas-Rueda; Esther Anaya Boig; Ione Avila-Palencia; Christian Brand; Tom Cole-Hunter; Audrey de Nazelle; Ulf Eriksson; Mailin Gaupp-Berghausen; Regine Gerike; Sonja Kahlmeier; Michelle Laeremans; Natalie Mueller; Tim Nawrot; Mark J. Nieuwenhuijsen; Juan Pablo Orjuela; Francesca Racioppi; Elisabeth Raser; Arnout Standaert; Luc Int Panis; Thomas Götschi. Transport mode choice and body mass index: Cross-sectional and longitudinal evidence from a European-wide study. Environment International 2018, 119, 109 -116.

AMA Style

Evi Dons, David Rojas-Rueda, Esther Anaya Boig, Ione Avila-Palencia, Christian Brand, Tom Cole-Hunter, Audrey de Nazelle, Ulf Eriksson, Mailin Gaupp-Berghausen, Regine Gerike, Sonja Kahlmeier, Michelle Laeremans, Natalie Mueller, Tim Nawrot, Mark J. Nieuwenhuijsen, Juan Pablo Orjuela, Francesca Racioppi, Elisabeth Raser, Arnout Standaert, Luc Int Panis, Thomas Götschi. Transport mode choice and body mass index: Cross-sectional and longitudinal evidence from a European-wide study. Environment International. 2018; 119 ():109-116.

Chicago/Turabian Style

Evi Dons; David Rojas-Rueda; Esther Anaya Boig; Ione Avila-Palencia; Christian Brand; Tom Cole-Hunter; Audrey de Nazelle; Ulf Eriksson; Mailin Gaupp-Berghausen; Regine Gerike; Sonja Kahlmeier; Michelle Laeremans; Natalie Mueller; Tim Nawrot; Mark J. Nieuwenhuijsen; Juan Pablo Orjuela; Francesca Racioppi; Elisabeth Raser; Arnout Standaert; Luc Int Panis; Thomas Götschi. 2018. "Transport mode choice and body mass index: Cross-sectional and longitudinal evidence from a European-wide study." Environment International 119, no. : 109-116.

Journal article
Published: 31 August 2018 in Transportation Research Part A: Policy and Practice
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There is a growing recognition of the role that walking and cycling can make in reducing greenhouse gas (GHG) emissions by substituting motorized travel, particularly on short trips. However, there is a lack of evidence at the micro level on the realistic, empirically derived potential of walking and cycling to displace motorized travel and thus reduce GHG emissions. The aim of this study was to investigate the potential for GHG emissions savings from replacing short car trips with walking and cycling and the extent to which high quality infrastructure for walking and cycling may influence day-to-day travel decisions, change the spatial and temporal nature of local journeys and impact on overall GHG emissions from motorised travel. To achieve this aim this study conducted an in-depth observational study of a purposively selected cohort of 50 residents in Cardiff, Wales. Using a mixed-method approach detailed quantitative and qualitative data were collected for each participant using personal Global Position System (GPS) devices, 7-day travel diaries and contextual interviews over two seasonally matching 7-day time periods in 2011 and 2012. GHG emissions for motorized travel modes were derived using journey distance, vehicle technology details and average speeds obtained from the GPS data. The spatial and contextual data provided new insights into the complexities of walking behaviour and factors influencing cycling for everyday travel or recreation, including route choice decisions, activity destinations and the role of the new infrastructure to enable change. We found significant potential of active travel to substitute short car trips, with sizeable impacts on carbon emissions from personal travel. Half of all car trips were less than 3 miles long. Taking into account individual travel patterns and constraints, walking or cycling could realistically substitute for 41% of short car trips, saving nearly 5% of CO2e emissions from car travel. This was on top of 5% of ‘avoided’ emissions from cars due to existing walking and cycling. The evolving high quality walking and cycling infrastructure in the case study area was unlikely to promote a significant reduction in carbon emissions from (displaced) car journeys on its own. The study contributes to the debate on how to achieve stringent low carbon targets in urban transport. The combination of methods for data collection developed and employed in this study also helps to inform future research on the wider environmental impacts of active travel, including ‘co-benefits’ of improved air quality, reduced noise and reduced fossil fuel use.

ACS Style

Andre Neves; Christian Brand. Assessing the potential for carbon emissions savings from replacing short car trips with walking and cycling using a mixed GPS-travel diary approach. Transportation Research Part A: Policy and Practice 2018, 123, 130 -146.

AMA Style

Andre Neves, Christian Brand. Assessing the potential for carbon emissions savings from replacing short car trips with walking and cycling using a mixed GPS-travel diary approach. Transportation Research Part A: Policy and Practice. 2018; 123 ():130-146.

Chicago/Turabian Style

Andre Neves; Christian Brand. 2018. "Assessing the potential for carbon emissions savings from replacing short car trips with walking and cycling using a mixed GPS-travel diary approach." Transportation Research Part A: Policy and Practice 123, no. : 130-146.

Journal article
Published: 08 August 2018 in Environment International
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Transport mode choice has been associated with different health risks and benefits depending on which transport mode is used. We aimed to evaluate the association between different transport modes use and several health and social contact measures. We based our analyses on the Physical Activity through Sustainable Transport Approaches (PASTA) longitudinal study, conducted over a period of two years in seven European cities. 8802 participants finished the baseline questionnaire, and 3567 answered the final questionnaire. Participants were 18 years of age or older (16 years of age or older in Zurich) and lived, worked and/or studied in one of the case-study cities. Associations between transport mode use and health/social contact measures were estimated using mixed-effects logistic regression models, linear regression models, and logistic regression models according to the data available. All the associations were assessed with single and multiple transport mode models. All models were adjusted for potential confounders. In multiple transport mode models, bicycle use was associated with good self-perceived health [OR (CI 95%) = 1.07 (1.05, 1.08)], all the mental health measures [perceived stress: coef (CI 95%) = −0.016 (−0.028, −0.004); mental health: coef (CI 95%) = 0.11 (0.05, 0.18); vitality: coef (CI 95%) = 0.14 (0.07, 0.22)], and with fewer feelings of loneliness [coef (CI 95%) = −0.03 (−0.05, −0.01)]. Walking was associated with good self-perceived health [OR (CI 95%) = 1.02 (1.00, 1.03)], higher vitality [coef (CI 95%) = 0.14 (0.05, 0.23)], and more frequent contact with friends/family [OR (CI 95%) = 1.03 (1.00, 1.05)]. Car use was associated with fewer feelings of loneliness [coef (CI 95%) = −0.04 (−0.06, −0.02)]. The results for e-bike and public transport use were non-significant, and the results for motorbike use were inconclusive. Similarity of findings across cities suggested that active transport, especially bicycle use, should be encouraged to improve population health and social outcomes.

ACS Style

Ione Avila-Palencia; Luc Int Panis; Evi Dons; Mailin Gaupp-Berghausen; Elisabeth Raser; Thomas Götschi; Regine Gerike; Christian Brand; Audrey de Nazelle; Juan Pablo Orjuela; Esther Anaya Boig; Erik Stigell; Sonja Kahlmeier; Francesco Iacorossi; Mark J. Nieuwenhuijsen. The effects of transport mode use on self-perceived health, mental health, and social contact measures: A cross-sectional and longitudinal study. Environment International 2018, 120, 199 -206.

AMA Style

Ione Avila-Palencia, Luc Int Panis, Evi Dons, Mailin Gaupp-Berghausen, Elisabeth Raser, Thomas Götschi, Regine Gerike, Christian Brand, Audrey de Nazelle, Juan Pablo Orjuela, Esther Anaya Boig, Erik Stigell, Sonja Kahlmeier, Francesco Iacorossi, Mark J. Nieuwenhuijsen. The effects of transport mode use on self-perceived health, mental health, and social contact measures: A cross-sectional and longitudinal study. Environment International. 2018; 120 ():199-206.

Chicago/Turabian Style

Ione Avila-Palencia; Luc Int Panis; Evi Dons; Mailin Gaupp-Berghausen; Elisabeth Raser; Thomas Götschi; Regine Gerike; Christian Brand; Audrey de Nazelle; Juan Pablo Orjuela; Esther Anaya Boig; Erik Stigell; Sonja Kahlmeier; Francesco Iacorossi; Mark J. Nieuwenhuijsen. 2018. "The effects of transport mode use on self-perceived health, mental health, and social contact measures: A cross-sectional and longitudinal study." Environment International 120, no. : 199-206.

Journal article
Published: 01 June 2018 in Journal of Transport & Health
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ACS Style

Elisabeth Raser; Mailin Gaupp-Berghausen; Evi Dons; Esther Anaya-Boig; Ione Avila-Palencia; Christian Brand; Alberto Castro; Anna Clark; Ulf Eriksson; Thomas Götschi; Luc Int Panis; Sonja Kahlmeier; Michelle Laeremans; Natalie Mueller; Mark Nieuwenhuijsen; Juan Pablo Orjuela; David Rojas-Rueda; Arnout Standaert; Erik Stigell; Regine Gerike. European cyclists' travel behavior: Differences and similarities between seven European (PASTA) cities. Journal of Transport & Health 2018, 9, 244 -252.

AMA Style

Elisabeth Raser, Mailin Gaupp-Berghausen, Evi Dons, Esther Anaya-Boig, Ione Avila-Palencia, Christian Brand, Alberto Castro, Anna Clark, Ulf Eriksson, Thomas Götschi, Luc Int Panis, Sonja Kahlmeier, Michelle Laeremans, Natalie Mueller, Mark Nieuwenhuijsen, Juan Pablo Orjuela, David Rojas-Rueda, Arnout Standaert, Erik Stigell, Regine Gerike. European cyclists' travel behavior: Differences and similarities between seven European (PASTA) cities. Journal of Transport & Health. 2018; 9 ():244-252.

Chicago/Turabian Style

Elisabeth Raser; Mailin Gaupp-Berghausen; Evi Dons; Esther Anaya-Boig; Ione Avila-Palencia; Christian Brand; Alberto Castro; Anna Clark; Ulf Eriksson; Thomas Götschi; Luc Int Panis; Sonja Kahlmeier; Michelle Laeremans; Natalie Mueller; Mark Nieuwenhuijsen; Juan Pablo Orjuela; David Rojas-Rueda; Arnout Standaert; Erik Stigell; Regine Gerike. 2018. "European cyclists' travel behavior: Differences and similarities between seven European (PASTA) cities." Journal of Transport & Health 9, no. : 244-252.

Original article
Published: 08 May 2018 in Energy Efficiency
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It is well-known that societal energy consumption and pollutant emissions from transport are influenced not only by technical efficiency, mode choice and the carbon/pollutant content of energy but also by lifestyle choices and socio-cultural factors. However, only a few attempts have been made to integrate all of these insights into systems models of future transport energy demand or even scenario analysis. This paper addresses this gap in research and practice by presenting the development and use of quantitative scenarios using an integrated transport-energy-environment systems model to explore four contrasting futures for Scotland that compare transport-related ‘lifestyle’ changes and socio-cultural factors against a transition pathway focussing on transport electrification and the phasing out of conventionally fuelled vehicles using a socio-technical approach. We found that radical demand and supply strategies can have important synergies and trade-offs between reducing life cycle greenhouse gas and air quality emissions. Lifestyle change alone can have a comparable and earlier effect on transport carbon and air quality emissions than a transition to EVs with no lifestyle change. Yet, the detailed modelling of four contrasting futures suggests that both strategies have limits to meeting legislated carbon budgets, which may only be achieved with a combined strategy of radical change in travel patterns, mode and vehicle choice, vehicle occupancy and on-road driving behaviour with high electrification and phasing out of conventional petrol and diesel road vehicles. The newfound urgency of ‘cleaning up our act’ since the Paris Agreement and Dieselgate scandal suggests that we cannot just wait for the ‘technology fix’.

ACS Style

Christian Brand; Jillian Anable; Craig Morton. Lifestyle, efficiency and limits: modelling transport energy and emissions using a socio-technical approach. Energy Efficiency 2018, 12, 187 -207.

AMA Style

Christian Brand, Jillian Anable, Craig Morton. Lifestyle, efficiency and limits: modelling transport energy and emissions using a socio-technical approach. Energy Efficiency. 2018; 12 (1):187-207.

Chicago/Turabian Style

Christian Brand; Jillian Anable; Craig Morton. 2018. "Lifestyle, efficiency and limits: modelling transport energy and emissions using a socio-technical approach." Energy Efficiency 12, no. 1: 187-207.