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Costs related to serious injuries constitute an important input variable to assess the cost-efficiency of road safety measures, which is one of the objectives of the H2020 EU project SafetyCube. A survey collecting crash costs in European countries showed considerable variation in the costs related to serious injuries. The applied methodology to estimate human costs appeared to have a large influence. Other potential explanations are the applied definition, the registration procedure of crashes with serious injuries and the cost components that are included. Detailed analyses of medical costs and production loss showed the importance of assessing medical costs on the long term and taking into account the variation of these costs for different subgroups of traffic victims. To estimate monetary values for human costs, most countries use the Willingness To Pay method. While having a sound theoretical background, this method is rather limited in the specification of injuries. The use of Quality Adjusted Life Years (QALYs) gives the possibility to provide values for a larger diversity of injury types.

© 2015 Elsevier Ltd. Objective: Guidelines for bicycle infrastructure design tend to consider safety issues but not wider health issues. This paper explores the overall health impact of bicycle infrastructure provision, including not just road safety impacts, but also the population health impacts stemming from physical activity as well as cyclists' exposure to air pollution. Data and methods: We have summarised key publications on how bicycle paths and lanes affect cyclists' exposure to physical activity, air pollution, and road safety. The health impact is modelled using all-cause mortality as a metric for a scenario with new bicycle lanes and paths in a hypothetical city. Results: The outcomes of the study suggest that, based on currently available research, a reduction of all-cause mortality is to be expected from building bicycle lanes and paths along busy roads with mixed traffic. Increased physical activity through more time spent cycling is the major contribution, but is also the most uncertain aspect. Effects related to air pollution and cycling safety are likely to reduce mortality but are small. The overall benefits are large enough to achieve a high benefit-cost ratio for bicycle infrastructure. Conclusions: The introduction of bicycle paths and lanes is likely to be associated with health benefits, primarily due to increased physical activity. More research is needed to estimate the absolute size of the health benefits. In particular, evaluations of the effects of bicycle infrastructure on time spent cycling are limited or of insufficient quality to infer causality. We recommend before-after studies measuring the effects of different interventions and in areas representing a wide range of base levels of cycling participation.

This paper provides an international overview of the most recent estimates of the social costs of road crashes: total costs, value per casualty and breakdown in cost components. It answers the question to what extent the total social costs of road crashes differ between countries and what the explanations for these differences are. The analysis is based on national reports about costs of road crashes of 16 countries, of which nine high income countries (HICs) and seven low and middle income countries (LMICs). The analysis shows that the share of social costs of road crashes in HICs ranges from 1.0 to 4.6% of the gross domestic product (GDP) with an average of 2.6%. The main explanations for differences between these countries are differences in methodologies regarding valuation of human costs and correction for underreporting. Excluding countries that do not use a ‘willingness to pay’ method (that is internationally recommended) for estimating human costs and countries that do not correct for underreporting, results in an average share of the costs of 3.7% of GDP. For LMICs that do correct for underreporting the share in GDP ranges from 1.2 to 3.0%. However, none of the LMICs included has performed a willingness to pay study into the human costs. A major part of the costs is related to injuries: an average share of 50% for both HICs and LMICs. The share of fatalities in the costs is 20% and 30% respectively. Prevention of injuries is thus important to bring down the socio-economic burden of road crashes. The paper shows that there are a number of methodological differences between countries regarding cost components that are taken into account and regarding the methods used to estimate specific cost components. In order to be able to make sound comparisons of the costs of road crashes across countries, (further) harmonization of cost studies is recommended. This can be reached by updating and improving international guidelines and applying them in future cost studies. The information regarding some cost components, particularly human costs and property damage, is poor and more research into these cost components is recommended.

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This subject of this paper is the regional economic effects of revitalisation of industrial sites. From an economic point of view an ageing industrial site is one with underused capacity that leads to a suboptimal level of investment. The assumption made in this paper is that due to markets failures space on industrial site is used inefficiently and that governments intervene to reduce underutilization of available space. Fieldwork and literature show that the economic effects of revitalization are one of the most important inputs for decision making on revitalization. The paper describes a model (ACER) for estimating the regional economic effects and the results of application of ACER on revitalization of ?Lage Weide?, an industrial site in the city of Utrecht. The starting point of ACER is an intervention on the industrial site, resulting in growth of firms and employment on the site or a change of composition of firms and employment. This change has an economic impact on the site itself and on the rest of the city. ACER estimates this impact in terms of employment. The basis of the model is a biregional input-output table describing all economic transactions of several industrial and service sectors with each other. The two regions distinguished in the biregional table are the industrial site and the rest of the city. The model gives the direct and indirect effects of revitalization for both the site and the rest of city in terms of employment broken down in gender and level of education as well as an indication of change in land prices. The development ACER is part of the EU-project MASURIN leaded by TNO MEP (Environment, Energy and Politics). MASURIN, the Management of Sustainable Revitalisation of Industrial Sites, aims at providing tools and knowledge for policy makers in cities and public bodies. Several institutes and cities participate in this project.