environmental, economic, and social costs of the car tren 3p18: sustainable transportation
TRANSCRIPT
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Environmental, Economic, and Social Costs of the
Car
TREN 3P18: Sustainable
Transportation
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shakespeare.bookshop.free.fr/ GB/home_page.htm
‘The World Car Crisis’
• Wolfgang Zuckermann (1922- )
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‘The World Car Crisis’
• Wolfgang Zuckermann
(1991) described the
aggregate global
impacts and
influences of the
automobile as ‘the
world car crisis’
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people.hofstra.edu/.../ conc3en/carprodfleet.html
Problems and consequences• 500 million vehicles were on the road in 1991 • More than 550 million were on the road by 2002 (1)
• More than 1 billion cars were on the road by 2013 (2), (3)
Graph source:WorldwatchInstitute
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Problems and consequences• Mounting traffic congestion
• Air, noise, and aesthetic pollution
• Near-total dependence on fossil fuels (often dirty and imported)
• Highly wasteful usage of materials and energy
• More than 250,000 traffic deaths each year
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Problems and consequences• Negative impacts on cities and land use
• Approximately sixty million new vehicles are added each year (165,000 per day) (1)
• Approaching the limits of the carrying capacity of the planet
• Climate modification with serious consequences
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Increasing auto dependency• Even with cleaner fuel, we’re driving
more in low miles-per-gallon vehicles. Air
pollution damages human health, crops,
structures, and our climate.− Litman, Todd, Transportation Cost Analysis: Techniques, Estimates,and Implications Victoria
Transport Institute, June 2002
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Percent of Trips by Travel Mode (all trip purposes) – compiled 1998
Country bicycle walking public transit car other
Netherlands 30 18 5 45 2
Denmark 20 21 14 42 3
Germany 12 22 16 49 1
Switzerland 10 29 20 38 1
Sweden 10 39 11 36 4
Austria 9 31 13 39 8
England/Wales
8 12 14 62 4
France 5 30 12 47 6
Italy 5 28 16 42 9
Canada 1 10 14 74 1
United States
1 9 3 84 3
Source: John Pucher, Transportation Quarterly, 98-1 (from various transport ministries and depts., latest avail. year) (table from www.ibike.org/library/ statistics.htm)
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Increasing auto dependency: Urban density factors• There is a strong link
between urban population
density and petroleum
consumption
• USA, Canada, Australia
and New Zealand have
the lowest urban densities
and highest per capita
petroleum consumption
- (Newman and Kenworthy
1989)
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Increasing auto dependency: China• China led the way in vehicle growth, with the
number of cars on Chinese roads increasing by
27.5 per cent between 2009-2010 (half the
entire global growth)
• China now has the world's second largest car
population, with 78 million vehicles
• United States still constitutes by far the largest
vehicle population in the world, with 239.8
million cars− http://www.huffingtonpost.ca/2011/08/23/car-population_n_934291.
html
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Increasing auto dependency: European cities• Larger European cities are becoming more car
dependent due to sprawl
• Since 1975, the average distance between home and the workplace has more than doubled
• journeys by private car continue to increase
• In Europe, the car is used more often for leisure activities or for shopping
− http://www.22september.org/info/en/air.html
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Increasing auto dependency: European cities
• European car use is
approaching that of the
USA: by 2002, 82% of
urban journeys in
European cities were
undertaken by car
(12% transit, 6% bicycle)
− http://www.22september.org/info/en/air.html
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Increasing auto dependency: European cities
However, modal split (walking / cycling / public
transit / private car) is quite variable –
• Spanish cities are most walkable
• Danish and Dutch cities are most cyclable
• Slovakia, Switzerland, Estonia use public
transit the most
• Italy and Spain have highest car use (Modal split for European cities of over 250,000 population, 2004 data –
www.urbanaudit.com )
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Costs and impacts of the car
…include the following
(nonexclusive) categories:• Internal economic costs (borne by car users)
• External economic costs (borne by society)
• Environmental costs (borne by the environment)
• Social costs (borne by all of society)
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Internal economic costs (borne by users)
• Fixed costs
• Operating costs
• Personal costs
• Financial benefits?
Download worksheet from course home page
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Direct Costs paid by motorist • Fixed costs – insurance, licensing, registration and
taxes
• Finance charges – interest on borrowed money for
vehicle purchase
• Depreciation – The difference between what you paid
for a car and what you can sell it for
• Fuel and Oil Expenses
• Maintenance and Tires
• Parking
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Direct Costs paid by motorist • Annual costs of ownership of most
vehicles in US and Canada can be
compared online at Vincentric website:
• Brand Analysis by Segment -
Ownership Costs
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284,763 246,688 212,454Baht– exch.05 Feb 13
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Direct and Societal Costs Travel time • cost to drivers of unpaid time• cost to employers for work time spent in
travel• costs of opportunities lost to travel time
• Measured door-to-door (including time spent parking and walking to and from vehicle.) Variable rate depending on congestion and travel distances
− Litman, Todd, Transportation Cost Analysis: Techniques, Estimates,and Implications Victoria Transport Institute, June 2002
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External economic costs (borne by society)
• Infrastructure development and
maintenance costs
• Government subsidies to auto
industry, petroleum industry, etc.
• All other non-environmental external
costs
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Environmental costs
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Environmental impacts of carsImpacts to…
• Atmosphere (air)
• Hydrosphere (water)
• Lithosphere (soil)
• Biosphere (biota)
… affecting ecosystem
process and function
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Waste Disposal Costs
• Disposal of tires, batteries, junked
cars, oil and other hazardous and
semi-hazardous materials are
environmental costs paid by all.
− Litman, Todd, Transportation Cost Analysis: Techniques, Estimates,and Implications Victoria Transport Institute, June 2002
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Resource Consumption Costs • Cars use many nonrenewable natural resources –
petroleum, metals and synthetic rubber.
• Passenger vehicles account for 40% of petroleum
products consumed in the U.S. each year.
• Environmental and national defense costs associated
with extraction, processing, transport, recycling and
depletion of non-renewable resources are not covered
by the purchase prices of gas and automobiles.
− Litman, Todd, Transportation Cost Analysis: Techniques, Estimates,and Implications Victoria Transport Institute, June 2002
− U.S. Department of Energy, "Conserve Resources for the Future Generations," [online] 2002 − Alliance to Save Energy, Increasing America's Fuel Economy, February 2002
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Road Noise
• Noise negatively affects human health
and wildlife and it causes declines in
property values. Noise mitigation
measures are not always successful and
come at a high price.− Litman, Todd, Transportation Cost Analysis: Techniques, Estimates,and Implications Victoria
Transport Institute, June 2002
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Atmosphere• Large scale atmospheric diffusion of pollutants
• Local concentration of pollutants (e.g. urban smog)
• Photochemical reactions
e.g., ultraviolet light inducing reactions with ozone,
SO2, NO2
• Climate change (global warming)
• Acidic precipitation
• Synergistic / cumulative effects
(e.g. smog and greenhouse gases)
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HydrosphereWater Pollution Impacts include:• crankcase oil and fluid drips• roadside herbicides• leaking underground storage tanks • oil tanker spills contribute to water pollution,
degradation of surface, ground and drinking water and destruction of wildlife habitat.
Hydrologic Impacts include:• increased impervious surfaces• shoreline modifications• reduced groundwater recharge
− Litman, Todd, Transportation Cost Analysis: Techniques, Estimates,and Implications Victoria Transport Institute, June 2002
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Hydrosphere• Diffusion of pollutants in a dissolved or colloidal state.
• Acidification of groundwater and underground water; loss of buffering
capacity
• Decline of pH following snow melt (aquatic organisms are particularly
vulnerable)
• Increased solubility and toxicity of heavy metals due to acidification
• Additions of organic compounds, aluminum, lead, manganese,
calcium, magnesium and potassium to water bodies through runoff
• Contamination of ground and underground water by nitrates
• Modification of hydrological systems by the construction and
maintenance of automotive infrastructure
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Lithosphere• Liberation of toxic metallic ions from soil
(aluminum, cadmium, etc.) through
acidification
• Loss of soil nutrients, notably calcium and magnesium
• Inhibition of nitrification
• Inhibition of microbial decomposition through pH changes and
toxic effects
• Loss of soil flora and fauna
• Fixation by plants of heavy metals (e.g. lead) and contamination
• Consumption of land
• Impacts of raw material extractions (metals, aggregates, fossil
fuels)
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Automobile production…
• is among the world's most resource-intensive and
polluting industries
• is expanding globally
• consumes the majority of the rubber, iron and lead
in the United States
• is also a top user of steel, zinc and copper
• is responsible for a significant proportion of the
massive pollution from primary resource industries− Clean Production Action .
www.cleanproduction.org/ what/vehicles.htm
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Image credit: www.epa.gov/.../programs/ caa/caaenfstatreq.html
Specific toxicants
attributable to automobile use
Environmental impacts of cars:
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Fuel and additives
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Lead• gasoline additive banned in the 1970s
• still sold for use in older vehicles in some
jurisdictions (e.g. sales reinstated in UK,
despite initial ban in 2000)
• extremely toxic; can affect almost any organ
in the body
• low level chronic exposure to lead affects the
nervous system (learning disorders) and the
blood (anemia)
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Lead
• even low levels of lead can impair the
mental abilities of children
• soil in parts of West Oakland, CA is so
highly contaminated with lead from
highways and leaking underground
petroleum storage tanks, that it qualifies
as a Superfund Hazardous waste site
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Benzene
• Fuel additive (up to 5% in some areas) which improves the performance of unleaded gasoline
• limited in Canada (since 1999) to < 1% by volume CEPA Benzene in Gasoline Regulations (SOR/97-
493)
• Sources in air: emissions from motor vehicles; evaporation losses during handling, distribution, and storage of gasoline
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Benzene
• levels are higher in urban areas (highest near filling stations, gasoline storage tanks and benzene producing and handling industries)
• proven carcinogen; no known safe threshold level
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MMT (Methylcyclopentadienyl manganese tricarbonyl)
• used for many years in Canada as an additive to boost octane and to prevent valve problems in old cars designed for leaded fuel
• a suspected neurotoxin and respiratory toxin (manganese may cause memory impairment, tremors, and psychosis similar to Parkinson's Disease)
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MMT (Methylcyclopentadienyl manganese tricarbonyl)
• banned in California and most of the US eastern seaboard
• 85% of U.S. gasoline is MMT free• virtually every European country has
also banned the additive • Government of Canada banned trade
and transportation of MMT in 1996 due to health concerns
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MMT (Methylcyclopentadienyl manganese tricarbonyl)
• Ethyl Corporation (now Afton Chemical) used Chapter 11 of the NAFTA to sue Canada for 350 million dollars - the amount Ethyl says the ban cost them in lost profits and damage to their reputation(Chapter 11 allows corporations to sue a government for compensation if that government passes a law that harms a corporation's profits or reputation)
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In an out of court settlement, the Govt. of Canada:
• paid US $13 million in damages to Ethyl
• agreed as a part of the settlement to allow MMT back into the Canadian market
• issued a statement through Health Canada (now buried, and available through special request only) saying that the additive poses no health threat
• Contrast health concerns with industry position (Afton Chemical, manufacturer of MMT)
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Combustion Byproducts
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Carbon monoxide (CO)
• colorless and odorless gas
• affects human health by impairing the oxygen-carrying capacity of blood
• Fatal at high concentrations
• Lower levels of CO can result in impaired perception, slowed reflexes, drowsiness, headaches and effects on the central nervous system, the heart, and blood circulation around the body
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Carbon dioxide (CO2)
• one of the major greenhouse gases contributing to global climate change
• One-third of CO2 emissions in the U.S. are transportation-related
• Cars, SUV’s and light trucks in the U.S. account for more than 300 million tons of CO2 emitted into the atmosphere each year
− Litman, Todd, Transportation Cost Analysis: Techniques, Estimates,and Implications Victoria Transport Institute, June 2002
− Environmental Defense, "Carbon Emissions Fact Sheet: Clearing the Air on Climate Change," [online] July 2002
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Oxides of nitrogen
• include nitrogen dioxide (NO2), nitric oxide
(NO), and nitrous oxide (N2O)
• derived from automobile emissions
• irritate the respiratory tract, reduce lung
function, and increase susceptibility to
asthma and viral infections
• play a major role in the formation of acid
rain and ground-level ozone
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Hydrocarbons /VOCs• unburned or partly burned
fuel from exhaust
• some are carcinogenic; others cause drowsiness, eye and respiratory tract irritation, and coughing
• react with nitrogen oxides to form tropospheric ozone, a principal
component of photochemical smog
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Photochemical smog• causes eye irritation,
headaches, coughing, impaired lung function, and eye, nose and throat irritation.
• asthmatics and children are most at risk
• adverse health effects increase during heavy exercise or outdoor activity
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Particulates
• fine particles such assoot that result from the incomplete combustion of fuel
• higher output from diesel engines
• can aggravate respiratory diseases such as bronchitis and asthma
• carcinogenic
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Aldehydes
• a group of chemicals emitted from car
exhaust as a result of incomplete fuel
combustion
• pungent odor; responsible for much of
the smell associated with traffic,
particularly diesel vehicles
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Aldehydes
• cause irritation of the eyes, nose, and
throat; sneezing, coughing, nausea,
and breathing difficulties.
• Children, the elderly, and asthmatics
most sensitive
• Some (e.g., formaldehyde) are
carcinogenic
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Other Auto-related Toxics
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Trace metals
• include arsenic, beryllium,
mercury and cadmium, as well as lead
• trace quantities emitted in exhaust
• present in used oil, lubricants and other
fluids which are drained or leak from old
and scrapped vehicles
• can be highly toxic at low concentrations
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Trace metals: mercury (pre-2003)
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Trace metals: mercury (pre-2003)• High Intensity Discharge (HID) mercury vapour
lights
• Switches (trunk and hood lights, ABS systems,
antitheft systems, some airbag systems.Left: Mercury switch. Each switch contains about 1.2 g of metallic mercury.
Centre: Ball bearing switch (no mercury)
Right: US dime, for size comparison
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Trace metals: mercury
= 1901 kgMetallic lead
= 1112 kgMetallic lead
= minimum3010 kgmetallic lead(assuming 1switch per vehicle!)
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Trace metals: mercury
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References for this section:
•Beard J, ed. 1992. The environmental impact of the car: a
Greenpeace report. Greenpeace, Seattle, Wa. Pp. 21-26.
•Holmes, Henry. 1995. Building Healthy Communities for
Children: The Transportation Link. Environmental Health
Perspectives Volume 103, Supplement 6, September 1995.
• Menke, Dean M. 2001. Toxic by design: the Automobile
Industry's Continued Use of Mercury. The Pollution Prevention
Alliance / Environmental Defense, New York.
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Social Costs of Automobile Dependency
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Direct and Societal Costs • Accidents – The UN has estimated that
road crash injuries cost between one and
two percent of a nation’s gross national
product annually. Insurance only covers
about one-third the cost of accidents with
the societal costs in lives, property and
productivity borne by all.− Litman, Todd, Transportation Cost Analysis: Techniques, Estimates,and Implications Victoria
Transport Institute, June 2002− UN World Health Organization and World Bank World Report on Road Traffic Injury Prevention,
April 2004
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Traffic Deaths
Laube, Felix. 1997. Optimizing Urban Passenger Transport, Ph.D. Dissertation, Sustainable TransportResearch Group, Murdoch University (Perth; http://wwwistp.murdoch.edu.au), Cited in Litman, 2002
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Accident rates have declined significantly per vehicle mile, but not much per capita:
14 Facts and Figures ‘95, Motor Vehicle Manufactures Association (Detroit), 1995.
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Societal Costs we all Pay
• Construction, Improvements and
Repair of Roadways – In the USA in
2000, the total cost was $64.6 billion
with about 64% of that covered by fuel
taxes and user fees. The remaining $23
billion is paid by taxpayers through
state and local sources (36% subsidy) − U.S. Department of Transportation Federal Highway Administration Highway Statistics 2000
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Societal Costs we all Pay
• Maintenance and Operation of
Roadways –In the USA in 2000,
about 64% of the $30.9 billion cost in
2000 came from fuel taxes and user
fees but the remaining $11 billion is
financed by taxpayers (36% subsidy)− U.S. Department of Transportation Federal Highway Administration Highway Statistics 2000
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Societal Costs we all Pay
• Commercial and Employer
Parking – ‘Free’ parking is a major
hidden cost which encourages driving.
• Other parking subsidies increase
driving by 20 to 40%, even where
direct subsidies are not provided.− Litman, Todd, Transportation Cost Analysis: Techniques, Estimates,and Implications Victoria
Transport Institute, June 2002− Shoup, Donald, "Cashing Out Employer-Paid Parking" in Curbing Gridlock, 1994
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Litman, Todd. 2002. The Costs of Automobile Dependency and the Benefits of Balanced Transportation. Victoria Transport Policy Institute. Available in PDF format at www.vtpi.org/ecodev.pdf (current to 22 Jan 2005).
Parking costs typically constitute a greater portion of poor household expenditures than for wealthier households, indicating that they are regressive.
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Social Costs
• Transportation Diversity and
Equity – Those who don’t or can’t drive
cars are at a distinct disadvantage in our
car culture. Non-drivers have fewer
options when it comes to jobs, housing,
education, social services and activities. − Litman, Todd, Transportation Cost Analysis: Techniques, Estimates,and Implications Victoria
Transport Institute, June 2002
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USA – 1997 data
Litman, Todd. 2002. The Costs of Automobile Dependency and the Benefits of Balanced Transportation. Victoria Transport Policy Institute. Available in PDF format at www.vtpi.org/ecodev.pdf (current to 22 Jan 2005).
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Social Costs
• Barrier Effects on Pedestrians and
Cyclists – Roads may be transportation links
for some, but they can also impact the
mobility and safety of pedestrians and
bicyclists. These barriers tend to affect
mostly disadvantaged populations including
children, students, the elderly and those with
disabilities.− Litman, Todd, Transportation Cost Analysis: Techniques, Estimates,and Implications Victoria
Transport Institute, June 2002
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Social Costs• Land Use Impact Costs – Automobile
dependency drives urban sprawl and the
loss of farm and recreational lands. Land
use decisions based on automobile needs
further disadvantage pedestrians and
bicyclists and increase costs for schools
and municipal and emergency services.
− Litman, Todd, Transportation Cost Analysis: Techniques, Estimates,and Implications Victoria Transport Institute, June 2002
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Litman, Todd. 2002. The Costs of Automobile Dependency and the Benefits of Balanced Transportation. Victoria Transport Policy Institute. Available in PDF format at www.vtpi.org/ecodev.pdf (current to 22 Jan 2005).
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Costs of sprawl
60 James Frank, The Costs of Alternative Development Patterns, Urban Land Institute, 1989, from p. 40.
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Social Costs• Roadway Land Value – Roads are
under-priced compared to other land
uses. Roadway lands don’t pay rent or
generate property taxes. They don’t
provide the same degree of secondary
value as other public lands like parks,
wetlands, open spaces or wildlife habitat.
− Litman, Todd, Transportation Cost Analysis: Techniques, Estimates,and Implications Victoria Transport Institute, June 2002
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Social Costs• Congestion – Congestion
results in increased travel
times, air pollution, vehicle
operating costs and stress.
It contributes to lost
productivity and insurance
rate increases.
− Litman, Todd, Transportation Cost Analysis: Techniques, Estimates,and Implications Victoria Transport Institute, June 2002
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Litman, Todd. 2002. The Costs of Automobile Dependency and the Benefits of Balanced Transportation. Victoria Transport Policy Institute. Available in PDF format at www.vtpi.org/ecodev.pdf (current to 22 Jan 2005).
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Litman, Todd. 2002. The Costs of Automobile Dependency and the Benefits of Balanced Transportation. Victoria Transport Policy Institute. Available in PDF format at www.vtpi.org/ecodev.pdf (current to 22 Jan 2005).
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- USA - 1997
Litman, Todd. 2002. The Costs of Automobile Dependency and the Benefits of Balanced Transportation. Victoria Transport Policy Institute. Available in PDF format at www.vtpi.org/ecodev.pdf (current to 22 Jan 2005).
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82 Patricia Hu, Jennifer Young, 1990 NPTS Databook, Vol.1, FHWA (Washington DC), Nov. 1993.
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Litman, Todd. 2002. The Costs of Automobile Dependency and the Benefits of Balanced Transportation. Victoria Transport Policy Institute. Available in PDF format at www.vtpi.org/ecodev.pdf (current to 22 Jan 2005).