International Journal of Sustainable Transportation最新文献_第9页

An end-to-end hydrogen supply chain framework with a two-stage model 端到端氢供应链框架，两阶段模型

IF 3.9 3区工程技术 Q2 ENVIRONMENTAL STUDIES

International Journal of Sustainable Transportation

Pub Date : 2024-12-09 DOI: 10.1080/15568318.2024.2439974

Ting Jiang , Riju Lavanya , Daisik Nam

Byproduct hydrogen offers a cost-effective entry into hydrogen energy. However, the inherent complexity of hydrogen supply chain (HSC) presents hurdles in production, transport, and utilization, leading to low utilization and increased costs. Hydrogen supply chain network design (HSCND) and hydrogen fueling station planning (HFSP) both aim to optimize HSC from different angles, but integrating these two into a single framework poses challenges. Furthermore, HSC design directly influences hydrogen fuel cell vehicle (HFCV) adoption, influenced by factors like vehicle registration, driving tolerance range, traveling range, and more. The aim of this study is to develop an end-to-end supply chain framework that simultaneously considers HSCND and HFSP, encompassing all segments of the HSC. We design a two-stage model that aligns with each stage of HSC. From the end-user’s (station) perspective, we find optimal locations of Hydrogen Refueling Stations (HRSs) on expressways by means of a capacitated flow-refueling location model (CFRLM) combined with a hydrogen vehicle refueling station logic. This model considers government policy and consumer adoption factors with the goal of striking a balance between consumer interests and HRS decision-makers. For transporting byproduct production, we use a Voronoi Diagram (VD)-based capacitated vehicle routing model (CVRP) to deliver byproduct hydrogen from industrial areas to stations. The VD is employed to determine the assignment of HRSs in different target periods. Finally, we propose a modified branch-and-cut (BC) algorithm to solve the VD-based CVRP, which significantly outperforms commercial solvers in both speed and solution quality. Through sensitivity analysis, we identify critical factors impacting overall cost and hydrogen utilization. Tested on real and benchmark datasets, our algorithm increases byproduct hydrogen utilization by over 10% overall, reaching up to 70% in key industrial areas, while also achieving maximum path and flow coverage.

副产品氢为氢能源提供了一个经济有效的入口。然而，氢供应链（HSC）固有的复杂性在生产、运输和利用方面存在障碍，导致利用率低，成本增加。氢供应链网络设计（HSCND）和氢加氢站规划（HFSP）都旨在从不同角度优化氢供应链网络，但将两者整合到一个框架中存在挑战。此外，HSC设计直接影响氢燃料电池汽车（HFCV）的采用，受车辆登记、行驶公差范围、行驶里程等因素的影响。本研究的目的是开发一个端到端供应链框架，同时考虑HSCND和HFSP，包括HSC的所有部分。我们设计了一个两阶段的模型，与HSC的每个阶段保持一致。从终端用户（站）的角度出发，采用容量流动加氢选址模型（CFRLM）和氢燃料汽车加氢站逻辑相结合的方法，寻找高速公路加氢站的最优选址。该模型考虑了政府政策和消费者采用因素，目标是在消费者利益和HRS决策者之间取得平衡。为了运输副产品，我们使用基于Voronoi图（VD）的有能力车辆路线模型（CVRP）将副产品氢气从工业区运送到加油站。VD用于确定在不同目标时期HRSs的分配。最后，我们提出了一种改进的分支切断（BC）算法来求解基于dvd的CVRP，该算法在速度和解质量上都明显优于商业求解器。通过敏感性分析，我们确定了影响总成本和氢利用的关键因素。在真实数据集和基准数据集上进行的测试表明，我们的算法将副产氢的总体利用率提高了10%以上，在关键工业领域达到了70%，同时还实现了最大的路径和流量覆盖。

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引用次数: 0

Disrupted intermodality: Examining adaptation strategies to public transport e-scooter bans in Barcelona 中断的多式联运：考察巴塞罗那公共交通电动滑板车禁令的适应策略。

IF 3.1 3区工程技术 Q2 ENVIRONMENTAL STUDIES

International Journal of Sustainable Transportation

Pub Date : 2024-12-01 DOI: 10.1080/15568318.2024.2434881

Oriol Roig-Costa , Carme Miralles-Guasch , Oriol Marquet

Electric scooters (e-scooters) have changed urban mobility by offering a dynamic solution to the critical “first and last mile” problem, connecting individuals from their homes to public transport and their final destinations. Despite their growing popularity, e-scooters navigate through a landscape of shifting legal frameworks, highlighting the urgency for policies that not only harness their potential but also address their inherent challenges. This study aims to shed light on the intermodal practices and demographics of e-scooters users in Barcelona, explores the potential impacts of regulatory changes on established transport habits, and assesses the adaptability of users to changing transportation options. Through a self-reported survey of 311 private e-scooter users, we find a notable prevalence of young men from lower socioeconomic backgrounds engaging in intermodal travel, primarily for employment purposes. To better understand how e-scooter riders integrate the device in their daily mobility strategies, we introduce the Intermodality Ratio (IR). A Generalized Linear Model (GLM) is then used to identify key demographic, socioeconomic, and geographic predictors of the IR, revealing place of residence as the most significant factor influencing intermodal behavior. Finally, we analyze participants’ anticipated behavioral shifts in response to the upcoming ban using a Multinomial Logistic Regression (MLR) model, which explores the sociodemographic factors affecting the likelihood of adopting alternative transport strategies. These findings contribute to the limited understanding of e-scooter utilization and intermodal practices, particularly within the context of public transit, offering insights into how transport policies can more effectively accommodate emerging mobility solutions.

电动滑板车（e-scooters）通过为关键的“第一英里和最后一英里”问题提供动态解决方案，将个人从家中连接到公共交通和最终目的地，改变了城市交通。尽管电动滑板车越来越受欢迎，但法律框架也在不断变化，这凸显了制定政策的紧迫性，这些政策不仅要利用电动滑板车的潜力，还要解决其固有的挑战。本研究旨在揭示巴塞罗那电动滑板车用户的多式联运实践和人口统计数据，探讨监管变化对现有交通习惯的潜在影响，并评估用户对不断变化的交通选择的适应性。通过对311名私人电动滑板车用户的自我报告调查，我们发现社会经济背景较低的年轻男性参与多式联运旅行的显著流行，主要是为了就业目的。为了更好地了解电动滑板车使用者如何将设备融入他们的日常出行策略，我们引入了多式联运比率（IR）。然后使用广义线性模型（GLM）来确定IR的关键人口、社会经济和地理预测因子，揭示居住地是影响多式联运行为的最重要因素。最后，我们使用多项逻辑回归（MLR）模型分析了参与者对即将到来的禁令的预期行为转变，该模型探讨了影响采用替代交通策略可能性的社会人口因素。这些发现有助于对电动滑板车的使用和多式联运实践的有限理解，特别是在公共交通的背景下，为交通政策如何更有效地适应新兴的移动解决方案提供了见解。

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引用次数: 0

Exploring the travel behavior of household-owned electric bikes with the consideration of nonlinear effects of factors with the aid of the generalized additive mixed model 利用广义加性混合模型研究考虑非线性因素影响的家用电动自行车出行行为

IF 3.1 3区工程技术 Q2 ENVIRONMENTAL STUDIES

International Journal of Sustainable Transportation

Pub Date : 2024-12-01 DOI: 10.1080/15568318.2024.2433199

Dawei Wu , Lu Ma , Xuedong Yan

Electric bikes (E-bikes) reduce traffic burden in developing countries and provide a lightweight travel option for households. Few studies examined nonlinear effects of factors on e-bike travel behavior. This study adopts the generalized additive mixed model to explore the travel behavior of household-owned e-bikes with the consideration of nonlinear effects of factors based on data from Zhoukou, China. The study confirms that there is a significant nonlinear effect of many factors on the travel behavior of household-owned e-bikes, with the nonlinear effects varying by factors. The lower the number of household bicycles, the higher the travel frequency of household-owned e-bikes. An increase in the number of household cars leads to a decrease in the travel frequency of household-owned e-bikes, and this effect becomes larger as the number of cars increases. The number of household-owned e-bikes is positively correlated with travel frequency, but the correlation weakens after more than 3 e-bikes. There is a negative correlation between the travel frequency of household-owned e-bikes and the number of persons older than 6 when it exceeds 4. The effect of the number of persons older than 6 on the travel frequency of household-owned e-bikes gradually increases when the number of persons older than 6 exceeds 3. Finally, this study puts forward policy suggestions regarding enhancing the attractiveness and competitiveness of household-owned e-bikes. These findings could advance the understanding of the role of e-bikes in households and serve as references for policymakers and planners.

电动自行车（E-bikes）减轻了发展中国家的交通负担，为家庭提供了一种轻便的出行选择。很少有研究考察因素对电动自行车出行行为的非线性影响。本文以周口市为研究对象，采用广义加性混合模型对考虑非线性因素影响的家用电动自行车出行行为进行了研究。研究证实，许多因素对家用电动自行车出行行为存在显著的非线性影响，且非线性影响因因素而异。家庭自行车拥有量越低，家庭电动自行车出行频率越高。家用汽车数量的增加导致家用电动自行车出行频率的减少，并且随着汽车数量的增加，这种影响会变得更大。家庭拥有电动自行车数量与出行频率呈正相关，超过3辆后相关性减弱。家庭电动自行车出行频次与6岁以上人口数量超过4人时呈负相关。当6岁以上人口超过3人时，6岁以上人口对家用电动自行车出行频率的影响逐渐增强。最后，本文提出了提高家用电动自行车吸引力和竞争力的政策建议。这些发现可以促进对电动自行车在家庭中的作用的理解，并为政策制定者和规划者提供参考。

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引用次数: 0

Perceptions of potential cycling infrastructure in a low-cycling context: Evidence from a medium-sized urban area 在低骑行环境下对潜在骑行基础设施的看法：来自中等城市地区的证据

IF 3.1 3区工程技术 Q2 ENVIRONMENTAL STUDIES

International Journal of Sustainable Transportation

Pub Date : 2024-12-01 DOI: 10.1080/15568318.2024.2424420

Xavier Delclòs-Alió , Wilbert den Hoed

A key factor for the use of bicycles for transportation is the presence of safe and pleasant infrastructure. While research mostly focuses on large cities, cycling infrastructure and use are still incipient in many small and medium-sized cities. Because of their spatial context and very low and demographically uneven cycle use, it is key to understand how the potential of growing infrastructure is perceived among the general population, as well as how these perceptions differ based on personal characteristics. We focus on Camp de Tarragona (Catalonia, Spain), a polycentric urban area where bicycles are used for transportation for less than 1% of trips, and where local authorities have shown renewed interest in expanding and improving the current infrastructure to increase bicycle usage. We examine the perception of residents in the study area regarding various bicycle infrastructure scenarios through a visual preference analysis using photo evaluation. The representative survey was conducted with over 1,000 individuals in 2022, which demonstrates a widespread willingness to cycle as a means of transportation. However, this desire remains unmet due to inadequate infrastructure and an urban configuration that generally discourages cycling. The results show a need for recognizable, safe and segregated cycling infrastructure, though with differing perceptions between gender and age groups and between levels of urban density. The understanding of diverse sociodemographic nuances in the preferences of non-cyclists emerges as vital for promoting cycling as a feasible and socially inclusive transportation choice, highlighting the importance of tailored infrastructure to encourage cycling and enhance accessibility.

使用自行车作为交通工具的一个关键因素是有安全和舒适的基础设施。虽然研究主要集中在大城市，但在许多中小城市，自行车的基础设施和使用仍处于起步阶段。由于它们的空间背景和非常低且人口不均匀的周期使用，了解普通人群如何感知不断增长的基础设施的潜力，以及这些感知如何基于个人特征而有所不同，是关键。我们关注的是Camp de Tarragona（西班牙加泰罗尼亚），这是一个多中心的城市地区，自行车在交通工具中的使用比例不到1%，当地政府对扩大和改善现有基础设施以增加自行车的使用表现出了新的兴趣。我们通过使用照片评价的视觉偏好分析来研究研究区域居民对各种自行车基础设施场景的看法。这项代表性的调查是在2022年对1000多人进行的，这表明人们普遍愿意将自行车作为一种交通方式。然而，由于基础设施不足和城市结构通常不鼓励骑自行车，这一愿望仍然没有得到满足。结果表明，需要可识别的、安全的、隔离的自行车基础设施，尽管性别、年龄组和城市密度水平之间存在差异。了解非骑自行车者不同社会人口偏好的细微差别，对于促进骑自行车成为一种可行的、具有社会包容性的交通选择至关重要，强调了定制基础设施的重要性，以鼓励骑自行车和提高可达性。

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引用次数: 0

A global overview of Bike Bus: A journey toward a child-friendly city 自行车巴士全球概览：通往儿童友好城市的旅程

IF 3.1 3区工程技术 Q2 ENVIRONMENTAL STUDIES

International Journal of Sustainable Transportation

Pub Date : 2024-12-01 DOI: 10.1080/15568318.2024.2432654

Gemma Simón-i-Mas , Jordi Honey-Rosés

Cities are still far from being child-friendly for cycling. Cycling with children in low-cycling cities poses specific challenges, requiring high confidence and skills. Active travel-to-school programs aim to promote cycling among children, and one of these programs, Bike Bus, has recently captured considerable attention. Bike Bus is an initiative where families cycle together to school following a fixed route and schedule. This study aims to trace the origins of this initiative worldwide, explain the current momentum behind the movement, identify their diversity, and reflect on their long-term sustainability. We reached 431 Bike Buses through a mixed-methods design, including archival analysis, an online survey, and 22 interviews. Bike Bus had a plural origin in Europe in the late twentieth century. Moving more than 35,000 children in a week, its expansion has been driven by the joy it brings to participants, the growing interest in climate action, and social media. This is the first study that examines the characteristics of different Bike Buses and analyzes the particularities of this initiative. On average, the rides have 29 participants and travel 2.8 km. We compare route characteristics, participants, goals, and relationships with their respective city councils. Finally, while not all initiatives aim to last, access to long-term funding and committed organizers are the best enablers for sustainability over time. Bike Bus’ powerful nature lies in its simultaneous purposes: active mobility to school, activism, and joy. To ensure longevity, organizers could collaborate with local administrations to secure resources while maintaining advocacy for child-friendly cities.

城市离适合儿童骑自行车还有很远的距离。在自行车骑行率低的城市，带着孩子骑自行车是一项特殊的挑战，需要很高的信心和技能。积极的上学旅行项目旨在促进孩子们骑自行车，其中一个项目“自行车巴士”最近引起了相当大的关注。自行车巴士是一项倡议，让家庭按照固定的路线和时间表一起骑车上学。本研究旨在追溯全球范围内这一倡议的起源，解释运动背后的当前势头，确定其多样性，并反思其长期可持续性。我们通过档案分析、在线调查和22个访谈等混合方法的设计，对431个自行车巴士进行了调查。自行车巴士在二十世纪后期的欧洲有多个起源。一周内接待了超过3.5万名儿童，它的扩张是由它给参与者带来的快乐、对气候行动日益增长的兴趣和社交媒体推动的。这是第一次研究不同的自行车巴士的特点，并分析了这一举措的特殊性。平均有29人参加，行程2.8公里。我们比较路线的特点、参与者、目标以及与各自市议会的关系。最后，虽然不是所有的倡议都以持久为目标，但获得长期资金和坚定的组织者是长期可持续发展的最佳推动者。自行车巴士的强大之处在于它的同时目的：积极的移动性、行动主义和快乐。为了确保长寿，组织者可以与当地政府合作，确保资源，同时继续倡导儿童友好型城市。

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引用次数: 0

Encouraging shared and pooled-use automated vehicle mode choice—what users are sensitive to what instruments? 鼓励共享和合用自动驾驶模式的选择——哪些用户对哪些工具敏感？

IF 3.1 3区工程技术 Q2 ENVIRONMENTAL STUDIES

International Journal of Sustainable Transportation

Pub Date : 2024-12-01 DOI: 10.1080/15568318.2024.2432658

Thomas Stoiber , Raphael Hoerler , Iljana Schubert , Paul Burger

In recent years, the body of literature on automated vehicles (AV) regarding simulation, user acceptance, and accompanying research on pilot projects has increased substantially. However, studies investigating the relationship between user characteristics and preference of shared or pooled-use AV, such as automated taxis or automated shuttles, mainly investigate socioeconomic or mobility characteristics of potential users. Further, there are no studies on user-type sensitivity toward instruments fostering the uptake of shared and pooled-use AV. The aim of our study is to contribute to fill this gap, to provide important knowledge for decision-makers to develop transport policies designed to foster future sharing of AV. To this end, we re-analyze data from a choice experiment with 709 participants together with individual user characteristics, collected within the Swiss Household Energy Demand Survey. Specifically, we analyze the role of socioeconomic and mobility characteristics, attitudes and values regarding sensitivity toward policy-relevant push and pull instruments to foster shared and pooled-use AV mode choice. We show that different types of user characteristics have an impact on AV mode preference and on the sensitivity toward the categories and types of instruments tested. Furthermore, we show that it is worthwhile to differentiate between short-term mobility decisions on single trips and long-term mobility decisions, concerning purchase decisions for AV or subscriptions to AV-related mobility services.

近年来，关于自动驾驶汽车（AV）的仿真、用户接受度和试点项目相关研究的文献大量增加。然而，关于用户特征与共享或合用自动驾驶汽车（如自动出租车或自动班车）偏好之间关系的研究，主要是调查潜在用户的社会经济或移动性特征。此外，还没有关于用户类型对促进共享和集中使用自动驾驶汽车的工具的敏感性的研究。我们研究的目的是填补这一空白，为决策者提供重要的知识，以制定旨在促进未来自动驾驶汽车共享的交通政策。为此，我们重新分析了709名参与者的选择实验数据以及瑞士家庭能源需求调查中收集的个人用户特征。具体而言，我们分析了社会经济和流动性特征、态度和价值观对政策相关推拉工具敏感性的作用，以促进共享和集中使用的自动驾驶模式选择。我们表明，不同类型的用户特征对AV模式偏好和对测试仪器类别和类型的敏感性有影响。此外，我们表明区分单次出行的短期出行决策和长期出行决策是值得的，包括购买自动驾驶汽车或订阅自动驾驶相关出行服务的决策。

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引用次数: 0

National climate change mitigation efforts for aviation: Lessons from post-Covid state action plans 国家航空减缓气候变化的努力：来自疫情后国家行动计划的经验教训

IF 3.1 3区工程技术 Q2 ENVIRONMENTAL STUDIES

International Journal of Sustainable Transportation

Pub Date : 2024-12-01 DOI: 10.1080/15568318.2024.2435558

Aashna Pachai , Laurel Besco

The aviation sector contributes to climate change through its significant and growing production of greenhouse gas emissions. Many have suggested mitigation efforts that should be undertaken, but in general these approaches have not resulted in significant change or have ultimately been too expensive. Further, approaches have tended to be fragmented, a challenge for a global industry. There are some exceptions to this, including the International Civil Aviation Organization (ICAO)’s carbon offsetting mechanism, but when it comes to understanding actions at a national level, much remains unclear. While ICAO encourages its member states to develop State Action Plans (SAPs) to address the industry’s impact on climate change, limited research has sought to analyze their proposed actions. In the aftermath of the Covid-19 pandemic’s impact, many called for a renewed effort to mitigate aviation’s contribution to climate change which resulted in a significant number of new SAPs being submitted. As such, this study analyzed 61 SAPs produced in 2021 and 2022 to identify measures being pursued by states to reduce emissions from aviation. We were also interested in partnerships across countries, given the emphasis on collaboration within ICAO’s environment programs. Findings show that most countries have focused on mitigation measures projected to have smaller emission reduction potential in the long term and what evidence we found of more ambitious “deep” decarbonization efforts was largely in the early stages of development. Additionally, we find limited evidence of ICAO’s Buddy Partnership programs in the SAPs which signals a need to re-imagine these opportunities.

航空业通过其大量且不断增长的温室气体排放，对气候变化做出了贡献。许多人建议应采取缓解努力，但总的来说，这些办法没有产生重大变化，或者最终代价过高。此外，方法往往是分散的，这对全球行业来说是一个挑战。有一些例外，包括国际民用航空组织（ICAO）的碳抵消机制，但当涉及到理解国家层面的行动时，很多事情仍不清楚。虽然国际民航组织鼓励其成员国制定国家行动计划（SAPs），以解决航空业对气候变化的影响，但试图分析其拟议行动的研究有限。在2019冠状病毒病大流行的影响之后，许多人呼吁重新努力减轻航空对气候变化的影响，这导致了大量新的sap提交。因此，本研究分析了2021年和2022年产生的61个sap，以确定各州为减少航空排放而采取的措施。鉴于国际民航组织的环境项目强调合作，我们也对各国之间的伙伴关系感兴趣。调查结果表明，大多数国家将重点放在预计长期减排潜力较小的缓解措施上，我们发现的更有雄心的“深度”脱碳努力的证据主要处于发展的早期阶段。此外，我们发现国际民航组织伙伴伙伴计划在sap中的证据有限，这表明需要重新设想这些机会。

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引用次数: 0

Mapping out the current and ideal weekly distribution of remote work in France after COVID-19 制定COVID-19后法国当前和理想的每周远程工作分配

IF 3.1 3区工程技术 Q2 ENVIRONMENTAL STUDIES

International Journal of Sustainable Transportation

Pub Date : 2024-11-04 DOI: 10.1080/15568318.2024.2425726

Leslie Belton Chevallier , Anne Aguilera , Eugênia Viana Cerqueira , Eléonore Pigalle , Benjamin Motte-Baumvol

The recent rise of telework brings new debates on the impacts on travel behavior and transportation systems. One key issue concerns the weekly number and distribution of remote workdays, which affects transportation networks and their congestion levels. Using data from an online survey conducted in spring 2022 in France, Bayesian regressions and a multilevel model are used to analyze employee’s current and ideal weekly number and distribution of full-day home-based remote workdays. Firstly, the findings highlight a latent demand for more remote workdays, especially among people working remotely 1 day a week. Secondly, data show a concentration of current and ideal remote workdays on Fridays, followed by Mondays and Wednesdays. Thirdly, and finally, our results show that employer’s strategies and the nature of the sector (public or private) both contribute to explain the current and ideal weekly distribution of remote workdays. These results indicate that remote work should continue to develop and be distributed unevenly over the days of the week. This uneven distribution should impact travel behavior and traffic congestion.

最近，远程办公的兴起引发了关于其对出行行为和交通系统影响的新争论。一个关键问题涉及每周远程工作日的数量和分布，这会影响交通网络及其拥堵程度。利用2022年春季在法国进行的一项在线调查的数据，使用贝叶斯回归和多层模型分析了员工目前和理想的每周全职在家远程工作日的数量和分布。首先，调查结果强调了对更多远程工作日的潜在需求，尤其是那些每周远程工作一天的人。其次，数据显示当前和理想的远程工作日集中在周五，其次是周一和周三。第三，也是最后，我们的研究结果表明，雇主的策略和部门的性质（公共或私营）都有助于解释当前和理想的每周远程工作日分布。这些结果表明，远程工作应该继续发展，并且在一周的几天内分布不均匀。这种不均匀分布应该会影响出行行为和交通拥堵。

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引用次数: 0

Enhancing bikeshare planning and operation: Strategic use of web-based public feedback 加强共享单车的规划和运营：策略性地利用基于网络的公众反馈

IF 3.1 3区工程技术 Q2 ENVIRONMENTAL STUDIES

International Journal of Sustainable Transportation

Pub Date : 2024-11-04 DOI: 10.1080/15568318.2024.2424419

Xiaodong Qian , Miguel Jaller

Bikeshare system operators have leveraged online platforms to gather user feedback on station experiences and service quality. This crowdsourced data presents a valuable opportunity to enhance bikeshare planning and operations. However, planners have limited methods to analyze those qualitative data given the sparse nature of this data, which is insufficient for training comprehensive machine learning models. Addressing this challenge, our study employs a novel approach combining spatial analysis and Factor Analysis of Mixed Data (FAMD) to delve into bikeshare users’ perceptions and expectations. Focusing on Chicago’s bikeshare system, we utilize its limited online comments to demonstrate the robustness of our algorithm and its applicability to both large and small datasets. Our findings reveal a geographic pattern in feedback: negative comments on bike rebalancing, station locations, and facilities are concentrated in the city center, while dissatisfaction with the cycling environment is consistent across both urban and peripheral areas. Moreover, we discovered that the demographic and employment characteristics of areas surrounding bikeshare stations significantly influence positive feedback, overshadowing the impact of station design and local infrastructure. Overall, this study offers a quantitative framework for leveraging limited crowdsourced feedback effectively, providing strategic insights for refining bikeshare planning and operational decisions.

共享单车系统运营商利用在线平台收集用户对站点体验和服务质量的反馈。这种众包数据为加强共享单车的规划和运营提供了宝贵的机会。然而，考虑到这些数据的稀疏性，规划人员分析这些定性数据的方法有限，这不足以训练全面的机器学习模型。为了应对这一挑战，我们的研究采用了一种结合空间分析和混合数据因素分析（FAMD）的新方法来深入研究共享单车用户的感知和期望。以芝加哥的自行车共享系统为例，我们利用其有限的在线评论来证明我们算法的稳健性及其对大型和小型数据集的适用性。我们的研究结果揭示了反馈的地理格局：对自行车再平衡、车站位置和设施的负面评论集中在城市中心，而对自行车环境的不满在城市和周边地区都是一致的。此外，我们发现，共享单车站点周边地区的人口和就业特征显著影响正反馈，掩盖了站点设计和当地基础设施的影响。总体而言，本研究为有效利用有限的众包反馈提供了一个定量框架，为完善共享单车规划和运营决策提供了战略见解。

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引用次数: 0

Determinants and effects of climate finance in the transport sector 运输部门气候融资的决定因素和影响

IF 3.1 3区工程技术 Q2 ENVIRONMENTAL STUDIES

International Journal of Sustainable Transportation

Pub Date : 2024-11-04 DOI: 10.1080/15568318.2024.2421842

Xavier Fageda , Reinaldo Fioravanti

We examine the determinants of climate-related development finance flows to the transportation sector and their relationship with CO₂ emission levels. The mitigation fund allocation is particularly correlated with the demographic characteristics of recipient countries; however, the correlation with per capita income and emissions seems to be weak. In contrast, equity considerations appear to be the main determinants of adaptation fund allocation. Finally, we find some evidence of a significant negative relationship between mitigation investments and emissions per capita and while the overall effect is modest, it tends to be most marked in countries with the highest per capita emissions. Thus, the fact that countries with the highest emissions per capita are not receiving relatively more investments may be hampering the effectiveness of climate finance.

我们研究了气候相关发展资金流向交通部门的决定因素及其与二氧化碳排放水平的关系。缓解基金的分配特别与受援国的人口特征相关；然而，与人均收入和排放量的相关性似乎很弱。相比之下，公平考虑似乎是适应基金分配的主要决定因素。最后，我们发现一些证据表明，缓解投资与人均排放量之间存在显著的负相关关系，虽然总体影响不大，但在人均排放量最高的国家，这种影响往往最为明显。因此，人均排放量最高的国家没有获得相对更多的投资，这一事实可能会阻碍气候融资的有效性。

引用次数: 0