Sprawl and Health

Rajamani 2003 - "Assessing the Impact of Urban Form Measures in Nonwork Trip Mode Choice After Controlling for Demographic and Level-of Service Effects"

Jayanthi Rajamani, Chanra R.  Bhat, et al.
"Assessing the Impact of Urban Form Measures in Nonwork Trip Mode Choice After Controlling for Demographic and Level-of Service Effects"
Presented at the Transportation Research Board Annual Meeting (2003)
Session 747: Transportation and Urban Form
Wednesday, January 15, 2003, 7:30 PM - 9:30 PM, Hilton
On the Web

The abstract:
The relation between travel behavior and the local built environment has always been a contentious issue, despite several research efforts in the area. The current paper investigates the significance and explanatory power of a variety of urban form measures on nonwork activity travel mode choice. The data used for analysis is the 1995 Portland Metropolitan Activity Survey conducted by Portland Metro. The multinomial logit mode choice model results indicate that higher residential densities and mixed-uses promote walking behavior for nonwork activities.

 

Crane 1998 - "Does Neighborhood Design Influence Travel?: A Behavioral Analysis of Travel Diary and GIS Data"

Randall Crane and Richard Crepeau
"Does Neighborhood Design Influence Travel?: A Behavioral Analysis of Travel Diary and GIS Data"
Transportation Research Part D: Transport and Environment
3(4):225-238 (July 1998)
On the Web

 

From the abstract:
An analysis of household travel diary and GIS data for San Diego finds little role for land use in explaining travel behavior, and no evidence that the street network pattern affects either short or long non-work travel decisions. While results may vary in other areas, the empirical argument for using land use as an element of regional air quality or other environmental plans remains to be demonstrated.

(I didn't read the study intensively enough to comment, but see Cervero and Gorham (1995) for another study on Southern California.)

 

Cervero 2002 - "Built Environments and mode Choice: Toward a Normative Framework"

Robert Cervero
"Built Environments and mode Choice: Toward a Normative Framework"
Transportation Research Part D
7(4):265-284 (2002)
On the Web

From the abstract:
The analysis reveals intensities and mixtures of land use significantly influence decisions to drive-alone, share a ride, or patronize transit, while the influences of urban design tend to be more modest. Elasticities that summarize relationships are also presented...

Cervero 1995 - "Commuting in Transit Versus Automobile Neighborhoods"

Robert Cervero and Roger Gorham
"Commuting in Transit Versus Automobile Neighborhoods"
Journal of the American Planning Association
61(2):210-225 (Spring 1995)

From the abstract:
This article compares commuting characteristics of transit-oriented and auto-oriented suburban neighborhoods in the San Francisco Bay Area and in Southern California. Transit neighborhoods averaged higher densities and had more gridded street patterns compared to their nearby counterparts with auto-oriented physical designs. . . For both metropolitan areas, pedestrian modal shares and trip generation rates tended to be considerably higher in transit than in auto-oriented neighborhoods. Transit neighborhoods had decidedly higher rates of bus commuting only in the Bay Area. Islands of transit-oriented neighborhoods in a sea of freeway -oriented suburbs seem to have negligible effects on transit commuting.

Frank 2006 - "Many Pathways from Land Use to Health"

Lawrence D. Frank, James F. Sallis, et al.
"Many Pathways from Land Use to Health"
Journal of the American Planning Association
72(1):75-87 (Winter 2006)
On the Web
Relevance: high

From the abstract: in King County neighborhoods and found that a 5% increase in walkability was associated with:

• a per capita 32.1% increase in time spent in physical activity
• 0.23 point reduction in average body mass index
• 6.5% fewer vehicle miles traveled
• 5.6% fewer grams of nitrogen oxides emitted
• 5.5% fewer grams of volatile organic compounds emitted

See study for more details.

Soot n/a - "Are Sprawl and Obesity Related? Evidence from the Chicago Area"

Siim Soot, Lise Dirks, et al
"Are Sprawl and Obesity Related? Evidence from the Chicago Area"
Unpublished: Metropolitan Transportation Support Initiative (METSI) working paper 06-01
Relevance: medium
On the Web

The authors estimate the effect of urban, socio-economic, and personal characteristics on BMI using height, weight, and ZIP code data from 7 million driver's licenses and state IDs in greater Chicago. Their regression finds that population density has a slight but significant effect, dwarfed by other variables. I have many questions about their methodology, but nonetheless don't think they overturn the bulk of sprawl and obesity research.

Plantinga 2005 - "A Spatial Economic Analysis of Urban Land Use and Obesity"

Plantinga, Andrew J and Bernell, Stephanie
"A Spatial Economic Analysis of Urban Land Use and Obesity"
Journal of Regional Science
August 2005, Vol 45, n.3, pp.473-492
relevance: medium
On the Web

The authors create a theoretical economic model of neighborhood choice and obesity. They basically argue that while obesity and sprawl are linked, it's ok because it's a conscious trade-off for a cheaper house, akin to the trade off with longer commute times.

Key sentences

• "As such, residents are willing to accept the tradeoff of higher weight for more housing."
• "In particular, low-density development should not be viewed as a cause of high obesity rates any more than it should be seen as a cause of higher commuting costs."

The paper is pretty technical and full of assumptions, many of which the authors need to verify empirically before moving on to further assumptions and their conclusions. Some quibbles include:

• How could residents consciously choose house size over body size when the connection has been made only recently?
• While people with a higher income may consume better quality food, they do not necessarily consume more total calories.

See Cascadia Scorecard weblog post

Colman 2001 - "Cost of Obesity in British Columbia"

Colman, Ronald; Dodds, Colin; Wilson, Jeff
"Cost of Obesity in British Columbia"
January, 2001. GPI Atlantic
On the Web
Relevance: high

Direct costs for obesity-related diseases cost the British Columbia health care system at least CAN$217.3 million a year (2.6% of the health care budget) in 1997. This is a very conservative estimate, so a reasonably higher estimate is $380 million, or 4.5% of the provincial health budget. Note that obesity is defined as BMI>27 for the conservative estimate and BMI>25 for the high estimate.

Using the assumption that the direct health care costs are only 45.7% of the total economic burden of illness, obesity could cost a total of $475.5 million to $831.5 million each year. At the time of writing, $830 million was 0.9% of BC's GDP.

Method: The author uses Birmingham's method of population attributable fractions applied to the BC population and 1997 medical costs.

Pope 2000 - "Epidemiology of Fine Particulate Air Pollution and Human Health"

Pope, C. Arden III
Epidemiology of Fine Particulate Air Pollution and Human Health: Biologic Mechanisms and Who's at Risk?
Environmental Health Perspectives Supplements
August 2000. Volume 108, Number S4, pp.713-723
On the Web
Relevance: high

Chronic exposure to fine PM has been associated with increased mortality from cardiopulmonary disease, increased chronic respiratory diseases (especially bronchitis), and reduced lung function.

Acute exposure to fine PM has been associated with increased mortality from cardiopulmonary diseases; increased hospitalizations for chronic obstructive pulmonary disease (COPD), asthma, and other respiratory diseases; and increased asthma and lower respiratory symptoms.

For the mortality risk of short-term exposure, the author estimates that a 50 microgram/meter^3 increased in fine PM would result in an average of 1.7 additional deaths per day per one million people, based on the 1996 average death rate of 8.8/1000/year. He notes that this is a rather small number of deaths.

Dumbaugh 2005 - "Safe Streets, Livable Streets"

Dumbaugh, Eric
"Safe Streets, Livable Streets"
Journal of the American Planning Association
Summer 2001; vol.71, n.3; pp.283-300
On the Web
Relevance: low

While conventional wisdom recommends limiting roadside hazards, such as trees, and increasing lane and shoulder width will reduce the number and severity of crashes where the driver leaves the roadway, this author posits that trees and narrow lanes encourage drivers to drive more slowly and carefully, reducing the total number of crashes.

The author cites a few studies, including on in Washington on an urban/rural arterial (HWY 99?), where the presence of trees, sign supports, and other fixed objects is associated with fewer total crashes while wider lanes and shoulders are associated with more crashes. The author then conducts his own study comparing different sections of the same roadway, finding similar results.

I'd say that the numerical results in this study are a little squishy, the they and the theory are nonetheless very compelling.