Transportation Research Part D-transport and Environment最新文献

This article explores the relationships between gentrification and the realization of the 15-minute city vision in the city of Gothenburg, Sweden. Using unique Swedish registry micro-data, we track changes in local accessibility to urban social functions from 2011 to 2017 in neighborhoods experiencing different gentrification processes. Findings reveal a positive association between gentrification and improved local accessibility in low-income neighborhoods experiencing classic gentrification. The findings emphasize the need to balance socio-spatial polarization and 15-minute city planning, particularly in neighborhoods undergoing classic gentrification. Future studies should delve in more detail into potential displacement effects when gentrification and 15-minute city goals intersect.

Noise pollution, particularly in urban environments, is often caused by road traffic and is linked to increased risk of a range of adverse health outcomes. In recent years, Low Traffic Neighbourhoods (LTN) have been implemented in a number of UK towns and cities as an intervention to reduce road traffic and improve health and wellbeing among those living in residential areas. In this study, eight low-cost acoustic sensors (AudioMoth) were used to evaluate the effect of a LTN intervention on urban noise in a residential area of Oxford, UK. The acoustic energy and LAeq of the noise is evaluated before and after the introduction of the LTN at locations where traffic filters have been erected, other locations in the LTN, possible displacement locations, and a control location. In addition, source apportionment (anthropogenic or biotic) is undertaken using the Normalised Difference Soundscape Index (NDSI) using the frequency of the measured noise. The results show that in terms of acoustic energy almost all locations experienced a reduction in noise after the introduction of the LTN. In terms of the source apportionment, all locations except for the control location experienced more biotic noise after the introduction of the LTN. The results are also compared to other more traffic focussed locations in Oxford and the soundscape is much more biotic inside the LTN. Overall, the study demonstrates the impact of the LTN on urban noise, and the efficacy of this new sensing and analytical approach for evaluating noise pollution interventions.

Truck activities are the primary source of NOx and PM2.5 emissions in urban environments. This study harnesses a vast truck GPS dataset from Chengdu, employing the International Vehicle Emissions (IVE) model to estimate freight-related emissions and utilizing Gradient Boosting Regression Trees (GBRT) for an in-depth analysis of the impact of urban built environment factors—such as land use, traffic design, and density—on these emissions. It reveals significant correlations, highlighting that main road density, built-up area, industrial land ratio, and electricity consumption play pivotal roles in affecting freight pollution. Specifically, regions with main road density ranging from 5890 to 9560 m/km² exhibit a marked increase in emissions. These insights provide robust support for the formulation of urban planning and traffic management strategies aimed at mitigating freight-related pollution, emphasizing the critical need to consider the urban built environment in policy-making processes.

This study examines multifaceted factors influencing active school travel (AST) in China, utilizing the social ecological model as an analytical framework. Leveraging data from the China Family Panel Survey (CFPS) spanning 2014–2018 and encompassing 5,522 individuals aged 5 to 18, binary logistic regression models were employed. A stark decline in AST prevalence among students was observed over this period. Factors influencing AST behavior were identified: a dense road network, lower distance from school, and moderate temperatures promoted AST, while higher family income, access to private vehicles, and smaller households deterred participation. Maternal education and belonging to the “Gen Y” demographic also impacted AST engagement, along with paternal education level. Notably, AST was more prevalent among boys, rural students, and older students. Subgroup analyses highlighted differing influencing factors between adolescents and children. This study provides a holistic understanding of AST behavior, vital for effective intervention strategies promoting sustainable mobility.

This study compares emissions from Euro VI-D Diesel and CNG buses across temperatures from −7 °C to 35 °C. Pollutants including NOx, THC, CH₄, CO, NH₃, N₂O, HCHO, Solid Particle Number larger than 23 nm (SPN23) and larger than 10 nm (SPN10) were measured. Both buses complied with Euro VI-D but exceeded European Commission’s proposed Euro 7 limits, notably for NOx and SPN10. The CNG bus also surpassed NH₃, CO, and CH₄ limits, while the Diesel exceeded N₂O limits. High NH₃ emissions were observed from CNG (up to 0.320 g/kWh), with Diesel reporting lower levels (up to 0.021 g/kWh). HCHO emission from both vehicles were very low. SPN23 was under limits, but SPN10 exceeded Euro 7 limits at cold start tests. CNG’s CH₄ and N₂O emissions constituted up to 4.6% and 3.5% of CO₂ equivalent, respectively. Diesel bus showed negligible CH₄ but N₂O emissions represented up to 37% of CO₂ equivalent.

Reverse logistics plays a critical role in sustainable development and circular economy by transforming waste into value. However, transporting large volumes of waste and recyclables generates significant carbon emissions. This paper explores an industry-led strategy for charging infrastructure development, which integrates the reverse logistics network designs with a network of charging stations to promote electric trucks (E-trucks) adoption and reduce carbon footprints in transportation. Our model optimizes operational costs while ensuring accessibility to charging infrastructure. A case study in Norway demonstrates that, despite higher operating costs due to additional charging stations, the adoption of E-trucks can decrease total reverse logistics costs by 0.18%—2.37% and cut carbon emissions by 16.3%—17.6%. These findings support the economic viability and environmental benefits of this strategy for advancing sustainable practices in transportation, and it further highlights the interdependencies between logistics network design and charging infrastructure planning.

Air travel contributes a substantial share of global greenhouse gas emissions and is projected to rise. To reduce emissions, airlines and policymakers must understand consumer preferences and willingness to pay (WTP) for reductions. Several studies have been conducted for this purpose, with considerable variation in reported WTP values. This paper undertakes a meta-analysis and qualitative review to better understand the key factors influencing WTP drawn from 31 primary studies. A major finding is that WTP could be more than double for a credible offsetting scheme compared to one lacking credibility. Additionally, framing the offset as “per flight” rather than “per tonne CO₂” increases WTP, while there appears to be no differential impact of a voluntary versus mandatory schemes. As expected, WTP increases in income, education, and pro-environmental attitudes. The results yield important insights for the design of effective carbon offsetting schemes, thereby enhancing sustainability of aviation.

Through cross-sectional analysis, studies on transport-induced gentrification often interpret the phenomenon as an outcome instead of recognizing it as a set of intertwined processes. Consequently, limited insights are provided about the mechanisms underlying gentrification, which manifests gradually over the long-term interactions between transportation and urban development, primally driven by accessibility improvements. The absence of descriptive efforts poses a challenge for policymakers to predict or identify gentrification occurrence, besides inducing biased outcomes in investigations. This paper aims to provide researchers and policymakers with a conceptual framework of transport-induced gentrification, systematising explanations of space production and consumption in Latin-American metropolises. Firstly, we have undergone a theoretical review on land-use and transport interactions to develop an a priori conceptual framework. Subsequently, we applied a systematic literature review on empirical studies of Latin-American gentrification to incorporate some particularities into the framework, representing the phenomenon as an urban conflict generated in and through accessibility improvements.

Ship-at-berth emissions significantly affect air quality and health of human beings in a port and its neighbourhood. However, it is challenging to estimate these emissions precisely due to stringent data requirements. Shore Power (SP) data, including its actual energy consumption and duration, offers useful insights to refine these estimates, but has yet to be fully explored. This study proposes a novel scheme incorporating SP data to improve the accuracy of containership-at-berth emission estimates and evaluate emission reduction measures. The findings reveal substantial differences among existing emission estimates from identical case studies, highlighting the importance of SP data. Additionally, it demonstrates significant emissions from low-load main engines and confirms the efficacy of SP in emission reduction. These findings provide valuable insights into emission estimation methods and their potential applications in estimating emission reduction measures, underlining the importance of policy support in facilitating the SP implementation.

This study examines the effects of high-speed railways (HSRs) on gentrification in Japan from 2000 to 2019, using indicators including land prices and income levels. Using the market access index and instrumental variable strategy, we establish a causal relationship between HSR expansion and gentrification. The results show a 39.38% increase in urban land prices and 6.20% rise in urban income compared to a 21.13% decrease in rural land prices and 3.33% decrease in rural income. Additionally, rural areas experienced a population decline of 38.61%, whereas urban migration surged by 71.93%, indicating HSR-driven urban prosperity at the expense of rural areas. Based on our policy simulations, these trends are expected to continue. To mitigate these inequalities, we suggest fare policy adjustments that promote rural–urban travel as an effective gentrification countermeasure. Our findings highlight the importance of holistic infrastructure strategies, including innovative fare models, to achieve equitable urban–rural development.