Pub Date : 2023-04-21DOI: 10.1080/15568318.2023.2196264
Alexander Tabascio, Ignacio Tiznado-Aitken, Darnel Harris, S. Farber
Abstract Cycling is seen as a desirable modal choice due to the environmental, economic and social benefits to individuals and cities. While North American cities have expanded their targeted infrastructure and programs, cycling still is a marginal mode compared to modal shares observed in western Europe. In an effort to promote a more sustainable transport future, the City of Toronto has highlighted two key policy objectives in the City’s Official Plan for 2050: (i) to ensure that all residents are within one kilometer of a designated cycling route, and (ii) 75% of trips under 5 km are walked or cycled. This paper evaluates the potential for cycling in Toronto considering different cycling vehicles, areas, trip purposes and demographics, and how these change given the presence of cycling infrastructure. Using travel survey data and routing software, we propose a method to analyze the Trip Completion Potential (TCP) of cycling, defined as the rate of completable trips within a 30-minute travel time cutoff and the changes in value given different Levels of Traffic Stress (LTS). Overall, our analysis found that cycling can be a viable transport option for short and medium-length trips for many individuals and trip purposes. However, both the urban form and provision of a convenient cycling network play a vital role, especially in suburban areas, as seen in the decrease in TCP of cycling at different LTS levels. We conclude our analysis by proposing some key guidelines to achieve the objectives defined by the City of Toronto in an equitable manner.
{"title":"Assessing the potential of cycling growth in Toronto, Canada","authors":"Alexander Tabascio, Ignacio Tiznado-Aitken, Darnel Harris, S. Farber","doi":"10.1080/15568318.2023.2196264","DOIUrl":"https://doi.org/10.1080/15568318.2023.2196264","url":null,"abstract":"Abstract Cycling is seen as a desirable modal choice due to the environmental, economic and social benefits to individuals and cities. While North American cities have expanded their targeted infrastructure and programs, cycling still is a marginal mode compared to modal shares observed in western Europe. In an effort to promote a more sustainable transport future, the City of Toronto has highlighted two key policy objectives in the City’s Official Plan for 2050: (i) to ensure that all residents are within one kilometer of a designated cycling route, and (ii) 75% of trips under 5 km are walked or cycled. This paper evaluates the potential for cycling in Toronto considering different cycling vehicles, areas, trip purposes and demographics, and how these change given the presence of cycling infrastructure. Using travel survey data and routing software, we propose a method to analyze the Trip Completion Potential (TCP) of cycling, defined as the rate of completable trips within a 30-minute travel time cutoff and the changes in value given different Levels of Traffic Stress (LTS). Overall, our analysis found that cycling can be a viable transport option for short and medium-length trips for many individuals and trip purposes. However, both the urban form and provision of a convenient cycling network play a vital role, especially in suburban areas, as seen in the decrease in TCP of cycling at different LTS levels. We conclude our analysis by proposing some key guidelines to achieve the objectives defined by the City of Toronto in an equitable manner.","PeriodicalId":47824,"journal":{"name":"International Journal of Sustainable Transportation","volume":null,"pages":null},"PeriodicalIF":3.9,"publicationDate":"2023-04-21","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"45835859","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-03-30DOI: 10.1080/15568318.2023.2192688
Jungkyu Jin, Jangik Jin
Abstract Severe traffic congestion leads to toxic levels of air pollution. We attempt to explore how traffic congestion affects air pollution, especially PM10 and PM2.5, by focusing on the city of Seoul, Korea, which is one of the largest cities in the world and is plagued by severe traffic congestion. We employ a fixed-effect panel model with various datasets, including air pollution, travel speed, and weather conditions. The findings show that traffic congestion adversely affects air quality by increasing the concentration of PM10 and PM2.5. In particular, the impact of traffic congestion on PM10 and PM2.5 was 1.2 times and 1.7 times greater during the COVID-19 period than during the non-COVID-19 period, respectively. In addition, an increase in one unit of RCI is associated with 0.4 increase in PM10 during the peak hours, but 6.7 increase in PM10 during the non-peak hour because of the increased traffic of trucks and motorcycles induced by increased online shopping. To mitigate air pollution, it is suggested that not only reducing vehicle use, but also minimizing traffic congestion is important.
{"title":"Traffic congestion and air pollution: Empirical evidence before/after COVID-19 in Seoul, Korea","authors":"Jungkyu Jin, Jangik Jin","doi":"10.1080/15568318.2023.2192688","DOIUrl":"https://doi.org/10.1080/15568318.2023.2192688","url":null,"abstract":"Abstract Severe traffic congestion leads to toxic levels of air pollution. We attempt to explore how traffic congestion affects air pollution, especially PM10 and PM2.5, by focusing on the city of Seoul, Korea, which is one of the largest cities in the world and is plagued by severe traffic congestion. We employ a fixed-effect panel model with various datasets, including air pollution, travel speed, and weather conditions. The findings show that traffic congestion adversely affects air quality by increasing the concentration of PM10 and PM2.5. In particular, the impact of traffic congestion on PM10 and PM2.5 was 1.2 times and 1.7 times greater during the COVID-19 period than during the non-COVID-19 period, respectively. In addition, an increase in one unit of RCI is associated with 0.4 increase in PM10 during the peak hours, but 6.7 increase in PM10 during the non-peak hour because of the increased traffic of trucks and motorcycles induced by increased online shopping. To mitigate air pollution, it is suggested that not only reducing vehicle use, but also minimizing traffic congestion is important.","PeriodicalId":47824,"journal":{"name":"International Journal of Sustainable Transportation","volume":null,"pages":null},"PeriodicalIF":3.9,"publicationDate":"2023-03-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"42202615","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-03-06DOI: 10.1080/15568318.2023.2181116
Nico Kuehnel, Qin Zhang, C. Staves, R. Moeckel
Abstract Excess commute (EC) refers to the sub-optimal allocation of workers to jobs in an urban region in terms of minimal commute distances. This article investigated EC for the Munich metropolitan area using a microscopic agent-based modeling suite. We first considered the optimization strategy, comparing the traditional zone-based transportation problem to a microscopic routine. Zone-based optimization is computationally efficient, but it underestimates EC due to spatial biases, even when the zone system is highly disaggregate. We then applied the optimized job-worker assignment to a microscopic travel demand model, assigning workers to jobs of the same job sector at a shorter distance from their home, accounting for multi-worker households. With shorter commutes, there was a substantial shift toward active modes. However, we only observed moderate impacts on total travel demand, with the overall effect dampened due to compensatory behavior between mandatory and discretionary travel. Finally, the outputs from the demand model were used by a microscopic assignment model to calculate externalities attributable to EC. Because of the complexity of travel demand, we conclude that the EC indicator alone would overestimate the benefits of policies targeting jobs-housing balance.
{"title":"The perfect match? Assessment of excess commute and transport externalities using an agent-based transport model","authors":"Nico Kuehnel, Qin Zhang, C. Staves, R. Moeckel","doi":"10.1080/15568318.2023.2181116","DOIUrl":"https://doi.org/10.1080/15568318.2023.2181116","url":null,"abstract":"Abstract Excess commute (EC) refers to the sub-optimal allocation of workers to jobs in an urban region in terms of minimal commute distances. This article investigated EC for the Munich metropolitan area using a microscopic agent-based modeling suite. We first considered the optimization strategy, comparing the traditional zone-based transportation problem to a microscopic routine. Zone-based optimization is computationally efficient, but it underestimates EC due to spatial biases, even when the zone system is highly disaggregate. We then applied the optimized job-worker assignment to a microscopic travel demand model, assigning workers to jobs of the same job sector at a shorter distance from their home, accounting for multi-worker households. With shorter commutes, there was a substantial shift toward active modes. However, we only observed moderate impacts on total travel demand, with the overall effect dampened due to compensatory behavior between mandatory and discretionary travel. Finally, the outputs from the demand model were used by a microscopic assignment model to calculate externalities attributable to EC. Because of the complexity of travel demand, we conclude that the EC indicator alone would overestimate the benefits of policies targeting jobs-housing balance.","PeriodicalId":47824,"journal":{"name":"International Journal of Sustainable Transportation","volume":null,"pages":null},"PeriodicalIF":3.9,"publicationDate":"2023-03-06","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"49394251","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-02-28DOI: 10.1080/15568318.2023.2179443
Jose C. Cua, Liao Wan
Abstract Road transport has been one of the largest contributors to global carbon emissions. In the Philippines, one such measure is the introduction of a relatively new public transport mode called the “Premium Point-to-Point (P2P) Bus Service”, which features shorter travel time and lower emission intensity than conventional buses. In light of the significant deficiency in transport emission studies for Philippine cities, this paper presents a scenario-based method for quantifying the potential emission reduction benefits of the P2P bus in Metropolitan Manila. Based on a pro rata mode shift assumption, it is estimated that a 1% mode shift of passengers from existing motor modes to P2P buses would lead to 0.64% reduction of total emissions over selected travel routes in Metro Manila. The analytical method addresses the acute emission data scarcity in the Philippines, and provides early evidence on the aggregate environmental benefits of P2P buses. Extensive sensitivity tests are conducted to verify the simulation results and identify key determinants of emission reduction. The tests confirm the robustness of research findings and further uncover the great potential of increasing vehicle occupancy levels to mitigate vehicle emissions in Metro Manila. Policy implications for enhancing the environmental benefits of P2P buses are provided.
{"title":"Modeling emission reduction benefits of the premium point-to-point bus service in Metropolitan Manila, Philippines – a scenario analysis","authors":"Jose C. Cua, Liao Wan","doi":"10.1080/15568318.2023.2179443","DOIUrl":"https://doi.org/10.1080/15568318.2023.2179443","url":null,"abstract":"Abstract Road transport has been one of the largest contributors to global carbon emissions. In the Philippines, one such measure is the introduction of a relatively new public transport mode called the “Premium Point-to-Point (P2P) Bus Service”, which features shorter travel time and lower emission intensity than conventional buses. In light of the significant deficiency in transport emission studies for Philippine cities, this paper presents a scenario-based method for quantifying the potential emission reduction benefits of the P2P bus in Metropolitan Manila. Based on a pro rata mode shift assumption, it is estimated that a 1% mode shift of passengers from existing motor modes to P2P buses would lead to 0.64% reduction of total emissions over selected travel routes in Metro Manila. The analytical method addresses the acute emission data scarcity in the Philippines, and provides early evidence on the aggregate environmental benefits of P2P buses. Extensive sensitivity tests are conducted to verify the simulation results and identify key determinants of emission reduction. The tests confirm the robustness of research findings and further uncover the great potential of increasing vehicle occupancy levels to mitigate vehicle emissions in Metro Manila. Policy implications for enhancing the environmental benefits of P2P buses are provided.","PeriodicalId":47824,"journal":{"name":"International Journal of Sustainable Transportation","volume":null,"pages":null},"PeriodicalIF":3.9,"publicationDate":"2023-02-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"44744118","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-02-25DOI: 10.1080/15568318.2023.2179444
Kwangyul Choi, Hang-Ja Park, Greg P. Griffin
Abstract Previous literature has shown mixed findings on whether bike or e-scooter share programs, collectively called shared micromobility, play a role in reducing vehicle travel. In this study, we focused on two types of shared micromobility (i.e., bikes—both regular and e-bikes—and e-scooters). We examined their impact on vehicle travel in urbanized areas in the United States between 2012 and 2019. Employing the difference-in-differences (DID) approach, we quantified the collective effect of shared micromobility on daily vehicle miles of travel (VMT) per capita at the urbanized area level. Our findings suggest that bike shares could reduce VMT while e-scooter share alone might not have a significant impact on lowering vehicle travel. Our results also indicate that there may be a synergistic effect of bike and scooter shares in VMT reduction when both types of shared micromobility are available in an urbanized area. Our findings also demonstrate regional variations in the impact of shared micromobility on vehicle travel.
{"title":"Can shared micromobility replace auto travel? Evidence from the U.S. urbanized areas between 2012 and 2019","authors":"Kwangyul Choi, Hang-Ja Park, Greg P. Griffin","doi":"10.1080/15568318.2023.2179444","DOIUrl":"https://doi.org/10.1080/15568318.2023.2179444","url":null,"abstract":"Abstract Previous literature has shown mixed findings on whether bike or e-scooter share programs, collectively called shared micromobility, play a role in reducing vehicle travel. In this study, we focused on two types of shared micromobility (i.e., bikes—both regular and e-bikes—and e-scooters). We examined their impact on vehicle travel in urbanized areas in the United States between 2012 and 2019. Employing the difference-in-differences (DID) approach, we quantified the collective effect of shared micromobility on daily vehicle miles of travel (VMT) per capita at the urbanized area level. Our findings suggest that bike shares could reduce VMT while e-scooter share alone might not have a significant impact on lowering vehicle travel. Our results also indicate that there may be a synergistic effect of bike and scooter shares in VMT reduction when both types of shared micromobility are available in an urbanized area. Our findings also demonstrate regional variations in the impact of shared micromobility on vehicle travel.","PeriodicalId":47824,"journal":{"name":"International Journal of Sustainable Transportation","volume":null,"pages":null},"PeriodicalIF":3.9,"publicationDate":"2023-02-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43084757","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-02-10DOI: 10.1080/15568318.2023.2175339
Youhyun Lee, Minjung Park
Abstract The recent trend of transitioning from cars with internal combustion engines to green cars has accelerated amidst growing concerns of a climate crisis and the COVID-19 pandemic. South Korea is a particularly good test bed for exploring green mobility alternatives and setting priorities for green car policies, owing to its fast-growing green car market and its considerable share in the worldwide purchases of fuel cell electric vehicles. Accordingly, this study explores the Korean conceptualization of green cars and the prioritization of different aspects of future green car policy using qualitative Q methodology and additional interviews. A total of 31 transport policy experts participated in our survey, resulting in three distinct perspectives: a hybrid vehicle supporter with comparative pragmatism, an electric vehicle supporter from multiple aspects, and a radical ecologist searching for new alternatives. Based on these expert insights, we determine the most appropriate green car type and provide important recommendations for future green car policy.
{"title":"Identifying vehicles as green cars using Q methodology: Viewpoints of Korean transport policy experts","authors":"Youhyun Lee, Minjung Park","doi":"10.1080/15568318.2023.2175339","DOIUrl":"https://doi.org/10.1080/15568318.2023.2175339","url":null,"abstract":"Abstract The recent trend of transitioning from cars with internal combustion engines to green cars has accelerated amidst growing concerns of a climate crisis and the COVID-19 pandemic. South Korea is a particularly good test bed for exploring green mobility alternatives and setting priorities for green car policies, owing to its fast-growing green car market and its considerable share in the worldwide purchases of fuel cell electric vehicles. Accordingly, this study explores the Korean conceptualization of green cars and the prioritization of different aspects of future green car policy using qualitative Q methodology and additional interviews. A total of 31 transport policy experts participated in our survey, resulting in three distinct perspectives: a hybrid vehicle supporter with comparative pragmatism, an electric vehicle supporter from multiple aspects, and a radical ecologist searching for new alternatives. Based on these expert insights, we determine the most appropriate green car type and provide important recommendations for future green car policy.","PeriodicalId":47824,"journal":{"name":"International Journal of Sustainable Transportation","volume":null,"pages":null},"PeriodicalIF":3.9,"publicationDate":"2023-02-10","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"46603754","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-02-01DOI: 10.1080/15568318.2023.2171321
Khalifa Al-Dosari, Noora Fetais, M. Kucukvar
Abstract Green cybersecurity is the emerging trend in the new era and this green cybersecurity technology minimizes the negative effects of IT operations and implements a green sustainable environment. Therefore, the study conceptually draws the concept of green cybersecurity by applying the theory of reasoned action (TRA) assumptions that logically support green information technology acceptance. Using a convenient sampling, the data were collected from Qatar transport industries, particularly the IT experts and managers, to get responses on the implementation of green cybersecurity and sustainability of 5 transport companies in Doha, Qatar. Using Smart PLS-SEM, the study employed the SEM technique to test the proposed hypotheses. The results reported that green cybersecurity’s control/position, integrity, and authenticity significantly and positively influenced TBL sustainability, but confidentiality, availability, and utility do not. The implementation of industry 4.0 makes them accessible and more effective to ensure TBL sustainable development in the transport industries in Qatar. Applying green cybersecurity in this setting will improve services in transportation sector. A green cybersecurity platform will make it a point to systematically search for and promote innovations made possible by smart green technologies to avoid carbon-emission vehicles. Through the efficient and cutting-edge green, cybersecurity will be Qatar’s transportation sector’s primary responsibility to contribute to Qatar’s sustainable development. In order to accomplish this goal, the regulator must create and implement it. In addition, it emphasizes the importance of adopting green cybersecurity to confront the difficulties facing city transportation all over Qatar as a foundational component of achieving long-term sustainable development.
{"title":"A shift to green cybersecurity sustainability development: Using triple bottom-line sustainability assessment in Qatar transportation sector","authors":"Khalifa Al-Dosari, Noora Fetais, M. Kucukvar","doi":"10.1080/15568318.2023.2171321","DOIUrl":"https://doi.org/10.1080/15568318.2023.2171321","url":null,"abstract":"Abstract Green cybersecurity is the emerging trend in the new era and this green cybersecurity technology minimizes the negative effects of IT operations and implements a green sustainable environment. Therefore, the study conceptually draws the concept of green cybersecurity by applying the theory of reasoned action (TRA) assumptions that logically support green information technology acceptance. Using a convenient sampling, the data were collected from Qatar transport industries, particularly the IT experts and managers, to get responses on the implementation of green cybersecurity and sustainability of 5 transport companies in Doha, Qatar. Using Smart PLS-SEM, the study employed the SEM technique to test the proposed hypotheses. The results reported that green cybersecurity’s control/position, integrity, and authenticity significantly and positively influenced TBL sustainability, but confidentiality, availability, and utility do not. The implementation of industry 4.0 makes them accessible and more effective to ensure TBL sustainable development in the transport industries in Qatar. Applying green cybersecurity in this setting will improve services in transportation sector. A green cybersecurity platform will make it a point to systematically search for and promote innovations made possible by smart green technologies to avoid carbon-emission vehicles. Through the efficient and cutting-edge green, cybersecurity will be Qatar’s transportation sector’s primary responsibility to contribute to Qatar’s sustainable development. In order to accomplish this goal, the regulator must create and implement it. In addition, it emphasizes the importance of adopting green cybersecurity to confront the difficulties facing city transportation all over Qatar as a foundational component of achieving long-term sustainable development.","PeriodicalId":47824,"journal":{"name":"International Journal of Sustainable Transportation","volume":null,"pages":null},"PeriodicalIF":3.9,"publicationDate":"2023-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"48117414","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-01-25DOI: 10.1080/15568318.2023.2168576
Kihyun Kwon, Gulsah Akar
Abstract This study explores the relationship between bike-sharing and public transit trips before and after COVID-19 lockdowns, focusing on Columbus, Ohio. Using CoGo Bike Share trip data together with Automatic Passenger Counter (APC) data from the Central Ohio Transit Authority (COTA), we first identify bike-share trips and public transit ridership patterns during this period and classify bike-share trips as substitutive and complementary to public transit trips. We then employ binary logit models to analyze the determinants of substitutive trips. Some key findings are as follows. First, the COVID-19 outbreak caused decreases in bus ridership while increases in bike-sharing trips. Second, bike-sharing may compete with public transit for short distance trips. Third, bike-sharing trips are likely to substitute public transit within more intensive and congested public transit networks after controlling for various other factors. Fourth, trips made in different neighborhoods and land use reveal significant relationships with modal types. Lastly, lockdowns due to the COVID-19 pandemic led to substitutive trips substantially, particularly on weekdays.
{"title":"What determines modal substitution between bike-sharing and public transit? Evidence from Columbus, Ohio during the COVID-19 pandemic","authors":"Kihyun Kwon, Gulsah Akar","doi":"10.1080/15568318.2023.2168576","DOIUrl":"https://doi.org/10.1080/15568318.2023.2168576","url":null,"abstract":"Abstract This study explores the relationship between bike-sharing and public transit trips before and after COVID-19 lockdowns, focusing on Columbus, Ohio. Using CoGo Bike Share trip data together with Automatic Passenger Counter (APC) data from the Central Ohio Transit Authority (COTA), we first identify bike-share trips and public transit ridership patterns during this period and classify bike-share trips as substitutive and complementary to public transit trips. We then employ binary logit models to analyze the determinants of substitutive trips. Some key findings are as follows. First, the COVID-19 outbreak caused decreases in bus ridership while increases in bike-sharing trips. Second, bike-sharing may compete with public transit for short distance trips. Third, bike-sharing trips are likely to substitute public transit within more intensive and congested public transit networks after controlling for various other factors. Fourth, trips made in different neighborhoods and land use reveal significant relationships with modal types. Lastly, lockdowns due to the COVID-19 pandemic led to substitutive trips substantially, particularly on weekdays.","PeriodicalId":47824,"journal":{"name":"International Journal of Sustainable Transportation","volume":null,"pages":null},"PeriodicalIF":3.9,"publicationDate":"2023-01-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"48263745","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-01-22DOI: 10.1080/15568318.2022.2147109
Yun Jiang, Anran Liu, G. Song, Hang Yin, Zhiqiang Zhai, Yizheng Wu, Lei Yu
Abstract Quantifying the effect of light-duty vehicle trip characteristics and cold-start extra emissions (CSEEs) on the spatio-temporal distribution of vehicle emissions at the urban scale facilitates dynamic modeling of emissions and assessment of human exposure in denser settings. The results of Beijing demonstrate that cold starts and CSEEs are predominantly distributed in peak hours, especially morning peaks. A total of 80.8% of the morning peak trips are cold-start trips, and CSEEs account for 64.2%, 50.1%, and 8.3% of carbon monoxide (CO), hydrocarbon (HC), and nitrogen oxide (NO X ) in the winter morning peaks, respectively. The fraction of CSEEs for CO, HC, and NO X increases by 49.1%, 54.6%, and 36.7%, respectively, when trip length decreases from more than 35 km to less than 5 km. By converting 50% of the short automobile trips to non-motorized modes, CSEEs decrease by 12.9%, 13.4%, and 12.9% of CO, HC, and NO X of the entire road network. CSEEs are mainly distributed on local roads and minor arterials with high air pollution exposure for pedestrians and cyclists, accounting for 68.1% and 21.4%.
{"title":"Effect of cold start and vehicle trip characteristics on spatio-temporal distribution of vehicle emissions","authors":"Yun Jiang, Anran Liu, G. Song, Hang Yin, Zhiqiang Zhai, Yizheng Wu, Lei Yu","doi":"10.1080/15568318.2022.2147109","DOIUrl":"https://doi.org/10.1080/15568318.2022.2147109","url":null,"abstract":"Abstract Quantifying the effect of light-duty vehicle trip characteristics and cold-start extra emissions (CSEEs) on the spatio-temporal distribution of vehicle emissions at the urban scale facilitates dynamic modeling of emissions and assessment of human exposure in denser settings. The results of Beijing demonstrate that cold starts and CSEEs are predominantly distributed in peak hours, especially morning peaks. A total of 80.8% of the morning peak trips are cold-start trips, and CSEEs account for 64.2%, 50.1%, and 8.3% of carbon monoxide (CO), hydrocarbon (HC), and nitrogen oxide (NO X ) in the winter morning peaks, respectively. The fraction of CSEEs for CO, HC, and NO X increases by 49.1%, 54.6%, and 36.7%, respectively, when trip length decreases from more than 35 km to less than 5 km. By converting 50% of the short automobile trips to non-motorized modes, CSEEs decrease by 12.9%, 13.4%, and 12.9% of CO, HC, and NO X of the entire road network. CSEEs are mainly distributed on local roads and minor arterials with high air pollution exposure for pedestrians and cyclists, accounting for 68.1% and 21.4%.","PeriodicalId":47824,"journal":{"name":"International Journal of Sustainable Transportation","volume":null,"pages":null},"PeriodicalIF":3.9,"publicationDate":"2023-01-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"47073037","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-01-17DOI: 10.1080/15568318.2023.2164874
Huanhuan Luo, Shengchuan Zhao, Mengying Cui, Shaopeng Zhong, Jingwen Ma
Abstract The spatial equity of high-speed rail (HSR) accessibility in China has been a research topic for years. Most of current researches do not consider the impact of HSR operation frequency on accessibility. This study proposes an improved accessibility measurement taking frequency as an important factor and then analyzes the HSR accessibility and its spatial equity in China for the years of 2015, 2018, and 2021. Having defined spatial equity as the disparity of accessibility distribution, this study applies the Theil index to explore spatial equity and its changes over the three stages, as well as the regional difference among city groups based on geographical locations and administrative levels. The results demonstrated that the spatial distribution of HSR services accessibility in China was high in the East and low in the West. Only a few cities have the highest level of IAS (Improved Accessibility Score) which leads to a strong polarization in frequency-based accessibility. Spatial equity of accessibility has improved from 2015 to 2021, but HSR services developed more equally than HSR infrastructure networks from 2018 to 2021. When grouped by geographical locations, the West region has the worst spatial equity regarding IAS; however, the Northeast region has the worst spatial equity of OAS (Original Accessibility Score) in 2021. When grouped by cities’ administrative levels, the group of provincial capitals has better spatial equity regarding IAS but did not have better spatial equity of OAS until 2021.
{"title":"The evolution of spatial equity of high-speed rail accessibility in China: An operation frequency based approach","authors":"Huanhuan Luo, Shengchuan Zhao, Mengying Cui, Shaopeng Zhong, Jingwen Ma","doi":"10.1080/15568318.2023.2164874","DOIUrl":"https://doi.org/10.1080/15568318.2023.2164874","url":null,"abstract":"Abstract The spatial equity of high-speed rail (HSR) accessibility in China has been a research topic for years. Most of current researches do not consider the impact of HSR operation frequency on accessibility. This study proposes an improved accessibility measurement taking frequency as an important factor and then analyzes the HSR accessibility and its spatial equity in China for the years of 2015, 2018, and 2021. Having defined spatial equity as the disparity of accessibility distribution, this study applies the Theil index to explore spatial equity and its changes over the three stages, as well as the regional difference among city groups based on geographical locations and administrative levels. The results demonstrated that the spatial distribution of HSR services accessibility in China was high in the East and low in the West. Only a few cities have the highest level of IAS (Improved Accessibility Score) which leads to a strong polarization in frequency-based accessibility. Spatial equity of accessibility has improved from 2015 to 2021, but HSR services developed more equally than HSR infrastructure networks from 2018 to 2021. When grouped by geographical locations, the West region has the worst spatial equity regarding IAS; however, the Northeast region has the worst spatial equity of OAS (Original Accessibility Score) in 2021. When grouped by cities’ administrative levels, the group of provincial capitals has better spatial equity regarding IAS but did not have better spatial equity of OAS until 2021.","PeriodicalId":47824,"journal":{"name":"International Journal of Sustainable Transportation","volume":null,"pages":null},"PeriodicalIF":3.9,"publicationDate":"2023-01-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"42009726","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":3,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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