International Journal of Sustainable Transportation最新文献_第10页

Revealing the multiscale impact of external factors on dockless bike sharing and metro integration: Evidence from Shenzhen 揭示外部因素对无桩共享单车与地铁融合的多尺度影响：来自深圳的证据

IF 3.1 3区工程技术 Q2 ENVIRONMENTAL STUDIES

International Journal of Sustainable Transportation

Pub Date : 2024-11-04 DOI: 10.1080/15568318.2024.2426681

Junze Ma , Changjiang Zheng , Shukang Zheng , Fei Wu , Lixin Zhang , Zhilong Wu

Dockless bike sharing (DBS) and metro integration offer innovative solutions for the first-mile and last-mile challenges of urban transportation. However, accurately identifying transfer passenger volume, analyzing DBS and metro integration characteristics, and understanding the spatial heterogeneity of factors affecting this volume remain areas to explore. This study, using Shenzhen as a case, constructs a framework to identify transfer passenger volume by considering built environment elements around metro stations and applying a Thiessen polygon. Transfer passenger volumes are classified into six categories, and their spatio-temporal characteristics are analyzed. A multiscale geographically weighted regression (MGWR) model investigates the impacts of socio-economic attributes, built environment, and transportation-related factors on transfer passenger volume, revealing spatial heterogeneity. Results show that the demand for DBS and metro integration is higher in the morning peak than in the evening peak, with access transfer passenger volume peaks occurring earlier than egress peaks. Spatially, transfer passenger volume shows heterogeneity, with higher demand in the urban core than in the suburbs. Commercial and residential and enterprises have the most significant impact on various types of transfer passenger volume, showing the highest spatial heterogeneity in enterprises. In contrast, science education and culture positively influence evening peak access transfer volume and exhibit the weakest spatial heterogeneity. Population density, sports and leisure, shopping and entertainment, and tourist attractions display localized positive or negative impacts. These findings can guide operators and planners in optimizing public transportation resources to enhance DBS and metro integration.

无桩共享单车（DBS）和地铁一体化为城市交通的第一英里和最后一英里挑战提供了创新的解决方案。然而，准确识别换乘客运量、分析星展系统和地铁一体化特征，以及了解影响换乘客运量的因素的空间异质性仍有待探索。本研究以深圳为例，通过考虑地铁站周围的建成环境因素，运用泰森多边形构建了一个识别换乘客运量的框架。将交通客运量划分为6类，并分析其时空特征。利用多尺度地理加权回归（MGWR）模型分析了社会经济属性、建成环境和交通相关因素对换乘客运量的影响，揭示了空间异质性。结果表明：早高峰对DBS和地铁一体化的需求高于晚高峰，且入口换乘客流量高峰出现早于出口高峰；空间上，换乘客运量呈现异质性，核心城区需求高于郊区。商业、住宅和企业对各类中转客运量的影响最为显著，企业的空间异质性最高。科学教育和文化正向影响晚峰通道转移量，空间异质性最弱。人口密度、运动休闲、购物娱乐、旅游景点均呈现局部性的正面或负面影响。这些发现可以指导运营商和规划者优化公共交通资源，提高星展系统与地铁的融合。

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引用次数: 0

Exploring the drivers of ecological footprint: Impacts of road transportation infrastructure, transport tax, and environment technologies 探索生态足迹的驱动因素：道路交通基础设施、运输税和环境技术的影响

IF 3.1 3区工程技术 Q2 ENVIRONMENTAL STUDIES

International Journal of Sustainable Transportation

Pub Date : 2024-11-04 DOI: 10.1080/15568318.2024.2423726

Junwook Chi

This study explores the dynamic effects of road transportation infrastructure, transport taxes, economic growth, trade openness, and environmental technologies on the ecological footprint using three quantile regression techniques: Simultaneous, Powell, and Method of Moments Quantile Regression (MMQR). These variables are selected for their significant influence on both economic outcomes and environmental sustainability, reflecting the interconnectedness of transportation systems, government policies, and technological advancements in shaping ecological impacts. Based on panel data from 19 European countries between 1995 and 2020, the results reveal that investments in road infrastructure and higher transport taxes contribute to reducing ecological footprint. At the middle and high quantiles, advancements in environment-related technologies further decrease the ecological footprint, whereas trade openness tends to worsen ecological quality. Importantly, the relationship between GDP and the ecological footprint follows an inverted U-shape, confirming the Environmental Kuznets Curve (EKC) hypothesis across all quantiles, which suggests that economic growth can support environmental sustainability in the long run. These findings are validated by robustness checks using fully modified ordinary least squares (FMOLS), dynamic ordinary least squares (DOLS), and canonical cointegration regression (CCR) models. Key policy implications include the need for targeted investments in road infrastructure and transport tax strategies, tailored to national contexts, along with technology-driven strategies to curb environmental degradation. Lastly, the panel causality test reveals unidirectional causality from economic growth, road transportation infrastructure, and environment-related technologies to ecological footprint, highlighting their significance as short-term contributors to environmental improvement.

本研究采用同步、鲍威尔和矩量分位数回归（MMQR）三种分位数回归技术，探讨了道路交通基础设施、运输税、经济增长、贸易开放和环境技术对生态足迹的动态影响。选择这些变量是因为它们对经济成果和环境可持续性都有重大影响，反映了交通系统、政府政策和技术进步在形成生态影响方面的相互联系。基于1995年至2020年间19个欧洲国家的面板数据，结果表明，道路基础设施投资和更高的运输税有助于减少生态足迹。在中、高分位数上，环境相关技术的进步进一步减少了生态足迹，而贸易开放则倾向于恶化生态质量。重要的是，GDP与生态足迹之间的关系呈倒u形，在所有分位数上证实了环境库兹涅茨曲线（EKC）假设，这表明经济增长可以长期支持环境可持续性。这些发现通过使用完全修正的普通最小二乘（FMOLS）、动态普通最小二乘（DOLS）和典型协整回归（CCR）模型进行稳健性检查来验证。关键的政策影响包括需要有针对性地投资道路基础设施和运输税战略，根据各国国情，以及技术驱动的战略，以遏制环境退化。最后，面板因果检验揭示了经济增长、道路交通基础设施和环境相关技术对生态足迹的单向因果关系，突出了它们作为环境改善的短期贡献者的重要性。

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引用次数: 0

An investigation of regional public transport spend in Australia 澳大利亚地区公共交通支出调查

IF 3.1 3区工程技术 Q2 ENVIRONMENTAL STUDIES

International Journal of Sustainable Transportation

Pub Date : 2024-11-04 DOI: 10.1080/15568318.2024.2424418

Thiranjaya B. Kandanaarachchi , John D. Nelson

This paper describes the outcome of a study to investigate the regional public transport spend in each state of Australia. The objective is to derive a reliable figure for comparison and the core metric used is spend per capita. The study assessed publicly available data on public transport spend, followed by a series of consultations with key staff from state bus associations and governments. The analysis was conducted separately for metropolitan (metro) and regional areas and then the regional data were further examined. While the Northern Territory (NT), Tasmania (TAS) and regional South Australia (SA) completely rely on bus services, Victoria (VIC) stands out as the state with the highest public transport spend per head in regional areas with robust train and bus networks which deliver the highest patronage. Western Australia (WA) is the state with the highest bus transport spend per head ensuring relatively high patronage despite the low population density. The study identifies low public transport patronage in regional areas as being influenced by low spending per capita and poor connectivity. It recommends prioritizing improvements in connectivity, multi-modal networks, and opening school buses to the general public. Additionally, funding strategies should focus more on patronage trends linked to spend rather than overemphasizing population density. Further, the study reveals that publicly available data seldom clearly segregates public transport spending in terms of regional and metro expenditure, which would lead to inefficiencies when assessing spatial equity in public transport provision.

本文描述了一项研究的结果，以调查在澳大利亚的每个州的区域公共交通支出。目标是得出一个可靠的数字进行比较，使用的核心指标是人均支出。这项研究评估了公共交通支出的公开数据，随后与州公交协会和政府的主要工作人员进行了一系列磋商。分析分别针对大都市（地铁）和区域区域进行，然后对区域数据进行进一步检查。北领地（NT）、塔斯马尼亚州（TAS）和南澳大利亚地区（SA）完全依赖公交服务，而维多利亚州（VIC）则是人均公共交通支出最高的州，拥有强大的火车和公交网络，提供了最高的客流量。西澳大利亚州（WA）是人均公交支出最高的州，尽管人口密度低，但确保了相对较高的客流量。该研究发现，地区公共交通的低使用率受到人均支出低和连通性差的影响。它建议优先改善连通性，多模式网络，并向公众开放校车。此外，筹资策略应更多地关注与支出相关的赞助趋势，而不是过分强调人口密度。此外，该研究表明，公开数据很少明确区分区域和地铁公共交通支出，这将导致在评估公共交通提供的空间公平性时效率低下。

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引用次数: 0

Technological progress: Interconnectedness, innovation systems, and technology delivery systems the case of Indian electric vehicles 技术进步：印度电动汽车案例中的互联性、创新体系和技术交付体系

IF 3.1 3区工程技术 Q2 ENVIRONMENTAL STUDIES

International Journal of Sustainable Transportation

Pub Date : 2024-10-01 DOI: 10.1080/15568318.2024.2416689

Lakshminarayana Kompella

The electric vehicle (EV) technological supply chain progresses when demand (pull) aligns with supply (push) to perform as a technology delivery system. Actors, institutions, and networks interconnect the technological supply chain with innovation as responses to external pressures to produce and deliver technology products/services. The literature separately examined the progress from a delivery perspective (linking the demand and supply network) and a systems perspective that examines technological change as a socio-technical system. Technological progress requires changes aligning push and pull or one feeding into the other. The ‘motors of innovation’ that shape the innovation system are used in systems dynamics modeling linking technological changes and progress. This study uses ‘motors of innovation’ to combine the two perspectives and uses interconnectedness to examine the alignment of push and pull and the resulting delivery phenomena. The phenomena require studying it in its settings with diverse heuristic and analytic views. Therefore, this study uses case study methodology and selects multiple Indian EV cases comprising all vehicle segments in a government direct market scenario. It makes two contributions to technological progress: one defines the combined delivery and systems perspective and includes interconnectedness. The other is moving knowledge to a broad scope and expertise and striving for interconnectedness with other systems. Further insights are possible with cases that display better technological progress, as findings noted poor interconnectedness with limited technological capability and infrastructure.

电动汽车（EV）技术供应链在需求（拉动）与供给（推动）相一致的情况下取得进展，成为一个技术交付系统。行为者、机构和网络将技术供应链与创新联系起来，以应对生产和提供技术产品/服务的外部压力。文献分别从交付角度（连接需求和供应网络）和系统角度（将技术变革视为一个社会技术系统）对技术进步进行了研究。技术进步需要将推力和拉力结合起来，或者相互促进。形成创新系统的 "创新发动机 "被用于将技术变革和进步联系起来的系统动力学建模。本研究利用 "创新发动机 "将这两个视角结合起来，并利用相互关联性来研究推力和拉力的协调以及由此产生的交付现象。这些现象需要在不同的环境中以不同的启发式和分析式观点加以研究。因此，本研究采用案例研究方法，选择了多个印度电动汽车案例，包括政府直销市场情景下的所有汽车细分市场。它为技术进步做出了两方面的贡献：一是定义了综合交付和系统视角，并包含了相互关联性。另一个是将知识范围和专业技能扩大，并努力实现与其他系统的互联。研究结果表明，在技术能力和基础设施有限的情况下，互联性较差。

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引用次数: 0

Sustainable last mile logistics employing drones and e-bikes 利用无人机和电动自行车实现可持续的最后一英里物流

IF 3.1 3区工程技术 Q2 ENVIRONMENTAL STUDIES

International Journal of Sustainable Transportation

Pub Date : 2024-10-01 DOI: 10.1080/15568318.2024.2419378

Stephanie Santiago-Montaño , Daniel F. Silva , Alice E. Smith

Last mile delivery is an important and growing part of the supply chain that has a sizeable negative environmental impact. This paper considers more sustainable approaches to home-delivery that are pragmatic for many non-rural environments. We address the two-echelon, multi-trip, capacitated vehicle routing problem with home-delivery and optional self-pickup services using different combinations of drones, trucks, and electric-assisted bikes (i.e. e-bikes). In the proposed approach, parcels are transported from a depot to parcel lockers by either drones or trucks and are then delivered to customer locations by either e-bikes or trucks. The four approaches range from the most sustainable (drones then e-bikes) to partly green (drone then truck or truck then e-bike) to finally the traditional (truck then truck). We formulate a mathematical model that determines the vehicle routes to minimize the total cost, which consists of vehicle operational cost and operator wages. The four types of delivery networks are assessed and compared for both costs and emissions. Experimental results suggest that with a modest increase in total cost (as little as 13%), emission reductions of up to 92%, on average, can be achieved when using the greenest delivery strategy of drones and e-bikes. The other delivery options have varying tradeoffs between costs and environmental impact. The percentage of self-pickup customers is an influencing factor to consider when choosing the delivery strategy that best meets the organization’s budget and environmental goals, especially when using e-bikes in the second echelon.

最后一英里配送是供应链中一个重要且不断增长的环节，对环境造成了相当大的负面影响。本文考虑了更可持续的送货上门方法，这些方法对于许多非农村环境来说是实用的。我们利用无人机、卡车和电动助力自行车（即电动自行车）的不同组合，解决了两梯队、多行程、有容量的车辆路由问题，包括送货上门和可选的自取服务。在建议的方法中，包裹由无人机或卡车从仓库运送到包裹储物柜，然后由电动自行车或卡车运送到客户所在地。这四种方法从最可持续的（先无人机后电动自行车）到部分绿色的（先无人机后卡车或先卡车后电动自行车），最后到传统的（先卡车后卡车）。我们建立了一个数学模型，用于确定车辆路线，使总成本（包括车辆运营成本和操作员工资）最小化。我们对四种类型的配送网络进行了成本和排放评估和比较。实验结果表明，使用无人机和电动自行车这种最绿色的配送策略，在总成本略有增加（低至 13%）的情况下，平均可实现高达 92% 的减排量。其他配送方式在成本和环境影响之间的权衡各有不同。在选择最符合企业预算和环境目标的送货策略时，自取客户的比例是一个影响因素，尤其是在第二梯队中使用电动自行车时。

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引用次数: 0

On modeling and enhancing walkability: A review of transport planning and network design elements 关于建模和提高步行能力：交通规划和网络设计要素回顾

IF 3.1 3区工程技术 Q2 ENVIRONMENTAL STUDIES

International Journal of Sustainable Transportation

Pub Date : 2024-10-01 DOI: 10.1080/15568318.2024.2409238

Zheng Liang , Hong K. Lo , Ka Fai Ng

Walking, as a transportation mode, not only promotes individual well-being but also contributes to environmental sustainability. Though often neglected in the transport planning process that focuses primarily on motorized transport, the benefits of walking have recently renewed interests to enhance walkability. With the thematic focus on transport planning and network design, this paper first introduces a conceptual bi-level network design framework for enhancing walkability. Following the framework, we then conduct a thematic review focusing on modeling and enhancing walkability through transport planning and design elements. The identified studies are synthesized by answering the systematic classification scheme (SCS) questions. While recognizing the progress that has been achieved by previous studies, we conclude by exposing the challenges that remain and thereafter identifying potential directions for transportation research.

步行作为一种交通方式，不仅能促进个人福祉，还有助于环境的可持续发展。虽然在交通规划过程中，人们往往忽视了步行的好处，但步行的好处最近再次引起了人们对提高步行能力的兴趣。本文以交通规划和网络设计为主题，首先介绍了一个概念性的双层网络设计框架，以提高步行能力。根据该框架，我们进行了专题综述，重点关注通过交通规划和设计元素来模拟和提高步行宜行性。通过回答系统分类方案（SCS）的问题，对已确定的研究进行了综合。在肯定前人研究取得的进展的同时，我们也揭示了仍然存在的挑战，并确定了交通研究的潜在方向。

引用次数: 0

Comparative evaluation of highways and railroads using life-cycle benefit-cost analysis 利用生命周期效益成本分析对公路和铁路进行比较评估

IF 3.1 3区工程技术 Q2 ENVIRONMENTAL STUDIES

International Journal of Sustainable Transportation

Pub Date : 2024-10-01 DOI: 10.1080/15568318.2024.2411588

Sarita Rattanakunuprakarn , Mingzhou Jin , Michael Sussman , Powell Felix

The transportation sector holds a substantial influence on our quality of life and the environment. In contrast to rail transport, road transport carries a heightened risk of environmental and social issues. These include, but are not limited to, congestion, accidents, community segregation and encroachment, air pollution, toxic releases, water and soil pollution, and impacts on wildlife vitality. With the surge in global freight volume, the heavy reliance on road transport and underutilization of railroads will prove inadequate to meet the escalating demand and exacerbate existing environmental and social concerns. Therefore, transportation investment evaluations must comprehensively and consistently consider environmental, social, and economic factors. This study develops a Life-cycle Benefit-Cost Analysis and an accessible tool to capture overall nationwide impacts across various stages of transport infrastructure and equipment life cycles. We compare highways and railroads, considering actual and maximum capacities, to identify the most cost-effective and sustainable investment. Our results show that trucking costs $370.07 per thousand ton-miles, 4.85 times higher than rail at $76.37 per thousand ton-miles. We also highlight further research needed to address the issues of data unavailability, limited metric scope, and computational method limitations.

运输业对我们的生活质量和环境有着重大影响。与铁路运输相比，公路运输具有更高的环境和社会问题风险。这些问题包括但不限于拥堵、事故、社区隔离和侵占、空气污染、有毒物质排放、水和土壤污染，以及对野生动物生命力的影响。随着全球货运量的激增，对公路运输的严重依赖和铁路的利用不足将证明不足以满足不断增长的需求，并加剧现有的环境和社会问题。因此，交通投资评估必须全面、一致地考虑环境、社会和经济因素。本研究开发了一种生命周期效益成本分析法和一种易于使用的工具，用于捕捉运输基础设施和设备生命周期各个阶段对全国的总体影响。我们对公路和铁路进行了比较，考虑了实际和最大运力，以确定最具成本效益和可持续的投资。结果显示，卡车运输的成本为每千吨英里 370.07 美元，是铁路运输每千吨英里 76.37 美元的 4.85 倍。我们还强调了进一步研究的必要性，以解决数据不可用、度量范围有限和计算方法限制等问题。

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引用次数: 0

Can the digital economy empower the transportation sector to improve green total factor productivity? 数字经济能否增强交通部门提高绿色全要素生产率的能力？

IF 3.1 3区工程技术 Q2 ENVIRONMENTAL STUDIES

International Journal of Sustainable Transportation

Pub Date : 2024-10-01 DOI: 10.1080/15568318.2024.2419368

Fuyuan Jia , Saixing Zeng , Xin Gao

The digital economy has the potential to facilitate digitization and green transformation within the transportation sector, but further research is warranted on how it can enhance the sector’s green total factor productivity (GTFP). Utilizing provincial data from China spanning 2013 to 2021, this study investigates the impact of the digital economy on the transportation sector’s GTFP. The findings are as follows: (1) The transportation sector exhibits a U-shaped relationship between the digital economy and GTFP. The inflection point of the U-shaped curve is at 0.441, with 81.11% of the samples falling to the left of this point. It is primarily through technological progress and innovation, rather than changes in technological efficiency, that the digital economy influences the improvement of GTFP. (2) The U-shaped relationship exhibits heterogeneity and varies depending on the mode and content of transportation. The U-shaped relationship is more pronounced in regions with lower total traffic volume on highways and railways or higher traffic volume on waterways. For transportation content, DEEI and GTFP show a significant U-shaped relationship in areas with high traffic volumes of passengers and freights. (3) Government intervention can attenuate the U-shaped relationship, which leads to a flatter curve. The market-driven level has the capability to strengthen the U-shaped relationship, resulting in a steeper curve. In conclusion, these findings contribute to deeper insights into the U-shaped relationship between the digital economy and GTFP, offering valuable guidance for policymakers seeking to improve GTFP in the transportation sector.

数字经济具有促进交通运输业数字化和绿色转型的潜力，但如何提高交通运输业的绿色全要素生产率（GTFP）还需要进一步研究。本研究利用中国 2013 年至 2021 年的省级数据，探讨了数字经济对交通运输行业全要素生产率的影响。研究结果如下(1) 交通运输行业的数字经济与 GTFP 之间呈现 U 型关系。U 型曲线的拐点在 0.441 处，81.11%的样本位于拐点左侧。数字经济主要通过技术进步和创新，而不是技术效率的变化来影响 GTFP 的提高。(2) U 型关系表现出异质性，因运输方式和运输内容而异。在公路和铁路总运输量较低或水路运输量较高的地区，U 型关系更为明显。就运输内容而言，在客运和货运交通量大的地区，DEEI 和 GTFP 呈明显的 U 型关系。(3) 政府干预可以减弱 U 型关系，使曲线更加平坦。市场驱动水平有能力加强 U 型关系，导致曲线更陡峭。总之，这些研究结果有助于深入理解数字经济与 GTFP 之间的 U 型关系，为决策者改善交通部门的 GTFP 提供有价值的指导。

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引用次数: 0

Life cycle assessment: Driving strategies for promoting electric vehicles in China 生命周期评估：中国电动汽车推广战略

IF 3.1 3区工程技术 Q2 ENVIRONMENTAL STUDIES

International Journal of Sustainable Transportation

Pub Date : 2024-10-01 DOI: 10.1080/15568318.2024.2410362

Huitian Liu , Dawei Hu , Luke Kelleher , Liming Wang

This study employed the Life Cycle Assessment (LCA) method to evaluate the greenhouse gas (GHG) emissions of passenger vehicles across 31 provinces in China. It examined the potential of Battery Electric Vehicles (BEVs), Hybrid Electric Vehicles (HEVs), and Plug-in Hybrid Electric Vehicles (PHEVs) in significantly reducing emissions compared to Internal Combustion Engine Vehicles (ICEVs). The findings revealed that HEVs, PHEVs, and BEVs substantially lower emissions under the national average electricity GHG emissions coefficient, with PHEVs being the most effective, reducing emissions by over 30%. However, disparities exist at the provincial level due to varying electricity structures, with BEVs not fully effective in reducing emissions in about ten provinces, including Liaoning. The study further categorized provinces into six groups using the K-means method to guide the promotion of different types of New Energy Vehicles (NEVs). Sensitivity analysis highlights the critical role of reducing electricity emission coefficients and adjusting PHEV's utility factor in achieving emission reductions. The study also notes that battery replacements in PHEVs and BEVs during their lifecycle could impede emission reduction in most provinces. To maximize the environmental benefits of NEVs, there is a need to move to a greener electricity mix. At the same time, strategies for promoting NEVs should vary for different provinces.

本研究采用生命周期评估（LCA）方法，对中国 31 个省的乘用车温室气体（GHG）排放量进行了评估。与内燃机汽车（ICEV）相比，该研究考察了电池电动汽车（BEV）、混合动力电动汽车（HEV）和插电式混合动力电动汽车（PHEV）在大幅减少排放方面的潜力。研究结果表明，在全国平均电力温室气体排放系数下，HEV、PHEV 和 BEV 可大幅降低排放量，其中 PHEV 最为有效，可减少 30% 以上的排放量。然而，由于电力结构的不同，各省之间也存在差异，在包括辽宁在内的约十个省份中，BEV 的减排效果并不理想。研究进一步利用 K-均值法将各省分为六组，以指导不同类型新能源汽车（NEV）的推广。敏感性分析强调了降低电力排放系数和调整 PHEV 实用系数对实现减排的关键作用。研究还指出，在大多数省份，PHEV 和 BEV 在其生命周期内的电池更换可能会阻碍减排。为了最大限度地发挥 NEV 的环境效益，有必要转向更环保的电力组合。同时，不同省份推广 NEV 的策略也应有所不同。

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引用次数: 0

Perceived seriousness of environmental issues and the influence of willingness to pay for hybrid vehicles: An anthropological extension of the theory of planned behavior 环境问题的严重性认知与混合动力汽车支付意愿的影响：计划行为理论的人类学延伸

IF 3.1 3区工程技术 Q2 ENVIRONMENTAL STUDIES

International Journal of Sustainable Transportation

Pub Date : 2024-09-01 DOI: 10.1080/15568318.2024.2399166

Wei Zong , Ashraf Ud Din , Imran Ur Rahman , Heesup Han , Jiayang Wang , Zheng Ma , Rakan Radi Alhrahsheh

As an energy-efficient transportation innovation, hybrid vehicles (HVs) have the potential to minimize carbon emissions and address environmental issues. The study is novel as it presents significant theoretical contributions within the theory of planned behavior (TPB) framework. Firstly, it integrates the perceived seriousness of environmental problems as a predictor, enhancing understanding of individual responses to environmental concerns. Secondly, it expands the TPB model by introducing willingness to pay for HVs as a moderator, acknowledging the economic aspect of adopting environmentally friendly technologies. These additions enrich the TPB framework, offering insights into the interplay between psychological determinants and economic considerations in behavior change. The study therefore aims to extend the TPB by incorporating two key elements: perceived seriousness of environmental issues and willingness to pay for HVs. We find that perceived seriousness of problems in the environmental has positive impact on attitude toward adoption of HVs, subjective norms, perceived behavioral control, intentions to adopt and actual use of HVs. TPB constructs have positive impact on intentions to adopt and actually use HVs. Moreover, intentions to adopt HVs also positively influence the actual use of HVs. Moreover, the results show that the serial mediations are also in play, whereby perceived seriousness of environmental issues influences TPB constructs, which influence intentions to adopt HV which in turn influence the actual use of HVs. We also find that willing to pay for HVs plays an enhancing role as a moderator in the TPB model.

作为一种节能交通创新，混合动力汽车（HV）具有最大限度减少碳排放和解决环境问题的潜力。本研究在计划行为理论（TPB）框架内提出了重要的理论贡献，因此具有新颖性。首先，它将对环境问题严重性的感知作为一个预测因素，从而加深了对个人对环境问题反应的理解。其次，它通过引入氢氟碳化物的支付意愿作为调节因素，扩展了 TPB 模型，承认了采用环保技术的经济性。这些新增内容丰富了 TPB 框架，为行为改变中心理决定因素和经济因素之间的相互作用提供了见解。因此，本研究旨在通过纳入两个关键因素来扩展主观能动性框架，这两个因素是：环境问题的严重性感知和为有害物质付费的意愿。我们发现，对环境问题严重性的感知对采用高压电源的态度、主观规范、感知行为控制、采用高压电源的意愿和实际使用高压电源都有积极影响。TPB 构建对采用和实际使用空调的意向有积极影响。此外，采用志愿服务的意向也对志愿服务的实际使用产生了积极影响。此外，研究结果表明，串联中介也在起作用，即环境问题的严重性感知影响了主观能动性构建，而主观能动性构建又影响了采用空调的意愿，而采用空调的意愿又影响了空调的实际使用。我们还发现，愿意为高风险产品付费在主观能动性模型中起到了促进作用。

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