可持续交通消费的接受和使用行为研究——基于上海市汽车共享的调查

汽车共享作为中国新兴的可持续交通方式,如何成功的使消费者接受和使用,是研究的关键挑战。本文基于UTAUT2模型,选择上海市居民作为调查对象,发现价格价值对行为意向影响最大,其次为享乐动机、努力期望、绩效期望和便利条件,社群影响对行为意向影响不显著;行为意向和便利条件对使用行为有显著正面影响,便利条件对使用行为影响更大。进而,使用个人特征为调节变量(是否有私家车、网约车经验和婚姻状况)验证对模型路径的影响,绩效期望对行为意向的影响受到是否有车、网约车经验和婚姻状况三个因素的调节,无车、无网约车经验与未婚的受访者调节效应更强;便利条件对行为意向和使用行为的影响同时受到是否有车单个因素的调节,无车者的调节作用更强;价值价格对行为意向的影响受到婚姻状况的调节,未婚者的调节效应更强;行为意向对使用行为的影响受到是否有网约车经验的调节,无网约车经验的调节效应更强。基于汽车共享服务发展初期的市场调查,本文建议汽车共享企业应提前布局服务网络,扩大会员数量,宣传它与私家车相比的成本优势和共享的价值观,获得细分市场。     

Tour Level Mode Choice Analysis of Madison Area in Wisconsin

This study is to investigate what factors and how they affect tours （trip chains） behavior. The key issue is the understanding and definition of tour and tour level mode. Also, these definitions should fit for the data. A semi-home based tour definition is stated, and a competing mode based tour mode is defined. Based on the definition, this study used Madison Area Data from National Household Survey to estimate a MNL structured model. It is found that travel distance could be a positive factor for car mode. Meanwhile, the number of trips is also a positive factor for choosing car.     

Tour Level Mode Choice Analysis of Madison Area in Wisconsin

Abstract

This study is to investigate what factors and how they affect tours (trip chains) behavior. The key issue is the understanding and definition of tour and tour level mode. Also, these definitions should fit for the data. A semi-home based tour definition is stated, and a competing mode based tour mode is defined. Based on the definition, this study used Madison Area Data from National Household Survey to estimate a MNL structured model. It is found that travel distance could be a positive factor for car mode. Meanwhile, the number of trips is also a positive factor for choosing car.     

Car free cities: Pathway to healthy urban living

BackgroundMany cities across the world are beginning to shift their mobility solution away from the private cars and towards more environmentally friendly and citizen-focused means. Hamburg, Oslo, Helsinki, and Madrid have recently announced their plans to become (partly) private car free cities. Other cities like Paris, Milan, Chengdu, Masdar, Dublin, Brussels, Copenhagen, Bogota, and Hyderabad have measures that aim at reducing motorized traffic including implementing car free days, investing in cycling infrastructure and pedestrianization, restricting parking spaces and considerable increases in public transport provision. Such plans and measures are particularly implemented with the declared aim of reducing greenhouse gas emissions. These reductions are also likely to benefit public health.AimsWe aimed to describe the plans for private car free cities and its likely effects on public health.MethodsWe reviewed the grey and scientific literature on plans for private car free cities, restricted car use, related exposures and health.ResultsAn increasing number of cities are planning to become (partly) private car free. They mainly focus on the reduction of private car use in city centers. The likely effects of such policies are significant reductions in traffic-related air pollution, noise, and temperature in city centers. For example, up to a 40% reduction in NO₂ levels has been reported on car free days. These reductions are likely to lead to a reduction in premature mortality and morbidity. Furthermore the reduction in the number of cars, and therefore a reduction in the need for parking places and road space, provides opportunities to increase green space and green networks in cities, which in turn can lead to many beneficial health effects. All these measures are likely to lead to higher levels of active mobility and physical activity which may improve public health the most and also provide more opportunities for people to interact with each other in public space. Furthermore, such initiatives, if undertaken at a sufficiently large scale can result in positive distal effects and climate change mitigation through CO₂ reductions. The potential negative effects which may arise due to motorized traffic detouring around car free zone into their destinations also need further evaluation and the areas in which car free zones are introduced need to be given sufficient attention so as not to become an additional way to exacerbate socioeconomic divides. The extent and magnitude of all the above effects is still unclear and needs further research, including full chain health impact assessment modeling to quantify the potential health benefits of such schemes, and exposure and epidemiological studies to measure any changes when such interventions take place.ConclusionsThe introduction of private car free cities is likely to have direct and indirect health benefits, but the exact magnitude and potential conflicting effects are as yet unclear. This paper has overviewed the expected health impacts, which can be useful to underpin policies to reduce car use in cities.     

利用CGE模型评价水价改革的影响力——以北京市为例

为保证水价改革公平，将水价影响控制在可承受范围内，需要有工具能评估水价改革的影响。以北京市为例，建立了CGE模型用以评价各部门水价水平高低。通过改进CGE模型的收入方程，以评价水价改革对价格水平、生产、用水量和水费收入的影响。评价结果表明：从1996到2005年，各部门水价水平大幅增加，但极不平均；水价改革对价格水平的影响极低；对某些部门的生产有程度很低的不利影响。但可提高净产值。促进个别部门发展。     

Comparative study on consumption behaviors in private car markets between large and medium–small cities in China

With the economic development and the acceleration of motorization in China, the number of private cars increases rapidly in urban areas. However, the limit of urban resources and the contradiction between traffic supply and demand are increasingly prominent in large cities, while private car consumption has been a new “light” in medium and small cities. Consumers’ behaviors differ from region to region. Aiming at the above problems, we formulate structural equation modeling and carry out empirical research. In this paper, a comparative study about the main influential factors that affect the consumption of private cars in large and small cities in China is made, and it is hoped that some guidance for policy recommendations can be obtained.     

Carbon price impacts on sector cost: based on an input–output model of Beijing

Under the pressure of sustained growth in energy consumption in China, the implementation of a carbon pricing mechanism is an effective economic policy measure for promoting emission reduction, as well as a hotspot of research among scholars and policy makers. In this paper, the effects of carbon prices on Beijing’s economy are analyzed using input–output tables. The carbon price costs are levied in accordance with the products’ embodied carbon emission. By calculation, given the carbon price rate of 10 RMB/t-CO₂, the total carbon costs of Beijing account for approximately 0.22–0.40% of its gross revenue the same year. Among all industries, construction bears the largest carbon cost. Among export sectors, the coal mining and washing industry has much higher export carbon price intensity than other industries. Apart from traditional energy-intensive industries, tertiary industry, which accounts for more than 70% of Beijing’s economy, also bears a major carbon cost because of its large economic size. However, from 2007 to 2010, adjustment of the investment structure has reduced the emission intensity in investment sectors, contributing to the reduction of overall emissions and carbon price intensity.     

Efficiency and Economy of a New Agricultural Rainwater Harvesting System

Shortage of water is the key limiting factor for agricul-tural development of Beijing. Rainwater harvesting (RWH) could provide an alternative water source for greenhouse agriculture, but local natural and socioeconomic conditions challenge the applica-tion of the technology. This article analyses the advantages and disadvantages of different types of greenhouse RWH in Beijing,and describes a new greenhouse RWH system demonstrated in 2008 in Huairou, a suburb district of Beijing. It analyses the ef-ficiency, cost-benefit ratios and limiting factors of the new system.The results show that with the new system, RWH efficiency can be as high as 66% (of total rainfall) and the rainwater usage rate can reach 69% of total water usage. The ratio of benefit to cost of government investment can be 1.84, and the ratio of benefit to cost of a farmer's investment could be 1.68 provided the project is designed to save water and also increase income. However, the price of groundwater for agriculture directly influences the potential for applying and scaling up the project. If the RWH system does not increase the farmers' incomes at the current water price, they will not use it until the water price rises to a critical point, which is de-termined by external factors. This article also suggests a number of measures to increase the efficiency of the system in order to apply it on a large scale.     

“后补贴”时代地方政府新能源汽车补贴策略研究

新能源汽车补贴是政府为了发展新能源汽车产业所采取的一项激励政策。现有文献虽在微观层面上研究了政府补贴对新能源汽车推广的影响,但多将补贴政策限定为固定额度的政府补贴,未考虑中国特殊的两级政府补贴政策尤其是地方政府补贴对新能源汽车推广的影响,且在补贴政策的设计上未与新能源汽车的实际推广目标相结合。基于"后补贴"时代的地方政府既要实现新能源汽车推广目标又要保证补贴政策合理退坡的双重现实要求。本文依据当前中央政府为新能源汽车提供固定补贴,地方政府提供配套比例补贴以及制定价格补贴比例上限的现实情形,综合考虑新能源汽车成本、充电桩建设情况、消费者初始效用、中央政府补贴等因素对地方新能源汽车推广的影响,构建了地方政府为实现既定新能源汽车推广目标的最优补贴策略模型。研究表明:(1)对于不同效用水平的消费者,地方政府价格补贴比例上限和配套比例补贴对新能源汽车零售价格所起的作用不同;(2)地方政府补贴政策只有在小于或等于其最优配套比例或价格补贴比例上限时才会对新能源汽车推广产生正向影响。最后,还结合北京新能源汽车推广的实际情况进行了数值模拟,给出了在不同新能源汽车成本、充电桩建设情况、消费者初始效用下北京市政府为实现新能源汽车推广目标的最优补贴策略。数值模拟结果表明,当前北京新能源汽车存在地方配套比例过高、价格补贴比例上限过高等问题。在后补贴时代,北京市政府可依据新能源汽车成本下降、充电设施逐步完善、消费者初始效用提升等因素变化,对补贴进行适当退坡。数值模拟表明,所构造的最优补贴策略模型对后补贴时代地方政府新能源汽车补贴政策的制定具有较高的参考价值。     

Effects of travel mode on exposures to particulate air pollution

Monitoring was carried out of particulate concentrations whilst simultaneously walking and driving 48 routes in London, UK. Monitoring was undertaken during May and June 2005. Route lengths ranged from 601 to 1351 m, and most routes were travelled in both directions. Individual journey times ranged from 1.5 to 15 min by car (average 3.7 min) and 7.3 to 30 min (average 12.8 min) whilst walking; car trips were therefore repeated up to 5 times for each single walking trip and the results averaged for the route. Car trips were made with windows closed and the ventilation system on a moderate setting. Results show that mean exposures while walking are greatly in excess of those while driving, by a factor 4.7 for the coarse particle mass (PM10-PM2.5), 2.2 for the fine particle mass (PM2.5-PM1), 1.9 for the very fine particle mass (相似文献   

关于Ramsey模型及其改进的研究和启示

缺水已经成为我国经济发展和社会进步的重要制约因素之一．而对水价的制定到对水资源的利用效率起科十分关键的作用。本文通过对Ramsey模型及其改进的研究．得出如下启示．即实行阶梯水价既有利于实现杜会福利的优化，也可以起到节约水资源的效果。由于阶梯水价机制的设计可以为制度安排、资本进入和市场运行提供更大的弹性空间．因此．本文的政策含义是：在实施阶梯水价的背景下．政府只需对基量水价按边际成本的定价原则来严格规制．从而有效提升水务市场的运行效率。上述举措的优点在于：由于基量水价被严格规制．消费者的基本用水福利可以得到满足；超过基本用水量的水价和再生水价的相对放松规制会鼓励社会资本进入水务行业．使行业运营效率得到提高；国有资本退出水务行业使得政府财政负担减轻，同时．由于放松规制．政府的规制成本也得以降低。最终城市水务行业可以真正做到可持续的发展。     

老年人旅游消费与影响因素关联度分析——基于京津冀地区2006-2013年面板数据

我国现阶段65岁以上老年人享有较好的社会保障体系,具有一定的物质基础和精神需求,对出行旅游具有强烈的欲望.在我国人口老龄化趋势逐渐加重的驱使下,刺激老年人出行旅游能够极大的促进消费,带动内需增长.为了科学制定拉动老年人旅游的政策措施,本文从《中国统计年鉴》(2006-2013年)中选取65岁以上人口比、老年抚养比、城镇人口比重、城镇基本养老保险基金支出、文盲人口占15岁及以上人口、接受高等教育人数、以及地区最终消费支出作为主要的比较指标;从《中国旅游统计年鉴》(2006-2013年)中选取65岁以上旅游人数比与65岁以上人口旅游消费支出作为主要参考指标,分别对相关数据进行了灰色关联分析.分析结果显示,选取的比较指标与参考指标之间呈现了中等以上强度的关联性,关联度均在0.6以上,65岁以上人口、老年抚养比、城镇人口比重相对2个参考指标关联度最强,城镇人口数量与受教育情况业是影响65岁以上旅游人数的重要因素,分析结论可以作为国家和地方政府在制定养老产业相关政策时的重要参考.本研究的最后,提出了完善社会福利保障体系和旅游业法律法规,提高养老保险水平,保障老年人旅游市场安全及制定差异化价格战略等措施.     

Integrated Water and CGE Model of the Impacts of Water Policy on the Beijing's Economy and Output

The article used general equilibrium model to analyze the change of gross domestic product and industry output affected by water resources policies in Beijing City by using GEMPACK soft tool.The article researches on rules of water supply and demand,evaluating water resources,building water resources input and output table,establishing water computable general equilibrium model and stimulating water policy.The stimulation gives a scenario that increases water price by 10%.The result shows the following aspects.First,water resources policy infects gross domestic product and industry output in different ways.There are different behaviors in different industries as to the water policy.Agriculture industry has the same tendency as water price change and it has more sensitive to water quantity than to water price.For basic energy industries such as oil and chemistry and gas,they show diversity tendency.As to some high water consumer industry such as paper and textile etc.,water resource economic policy can infect them greatly and can promote them to accomplish more water-saving technology.Waste water and construction and service industries show the same tendency as to water policy.Second,government should pay more attention to water resource policy by macro economic administration.The simulation also shows that the output and supply and consumer price change more than expect as to water policy in a free market economic in water industry.So as to a government policy maker,one should be more carefully and prepare suitable forecast and plan to water policy and its negative impact.     

农户宅基地使用权退出价格形成机制探究

农户宅基地使用权有偿退出是中国宅基地产权制度改革的基本方向,使用权退出价格形成机制是推进这一改革的主要难题。本文按照产权结构变化与使用权退出用途不同两个标准,将农户宅基地使用权退出划分为部分-公益、部分-经营、完全-公益、完全-经营四种理想类型,分析了不同退出类型的现行价格形成机制及其缺陷。初步研究发现:以耕地产值为标准的政府征地指导价是目前农户退出宅基地使用权的主要价格标准,它以低于耕地的价格标准征收农户宅基地,未能体现此类土地使用权的稀缺性;集体议价在经营性征地中剥夺了少数人的自由交易权;市场议价的合法空间狭窄。基于这些问题,文章按照国有土地与集体建设用地"同地、同权、同价"的原则,重新设计了一个以基准地价为标准的农户宅基地使用权退出价格形成模型。模型应用与案例比较发现,与耕地产值标准相比较,基准地价标准显示出良好的适用性与可行性:它同时考虑了供需关系、产权结构和政策干预等因素,在农户宅基地使用权不同退出情形中,均显著提升了土地使用权的转让价格,体现了宅基土地资源的稀缺性与产权转让的公平性,显示了公益性用地与经营性用地的差异,兼顾了政府、集体与个人收益。本文建议,在立法方面,修正《土地管理法》中以耕地产值标准作为征用农村建设用地参照标准的做法,改用基准地价标准;在模型运用方面,以地方政府公布基准地价的40%作为宅基地使用权转让估值标准的底线,经济发展水平较高、土地开发状况较好、土地市场活跃的地方,可以适度提高这一比例。     

公共产品供给民营化背景下的政府规制研究

20世纪90年代开始,我国启动了公用事业市场化改革,民营资本特别是外资流向自来水供给、污水处理、城市生活垃圾收集与处理、燃气供应等行业。私人部门的介入激活了公共产品供给市场,有利于社会福利的增进,但也招致了诸多问题。公共产品供给民营化,并不意味着政府的完全退出,政府始终负有向社会公众提供公共产品或服务的原始责任,民营化只是在提供的形式上完成了向私人部门的转移,政府应完成从公共产品直接提供者向规制者的角色转换。本文以城市生活垃圾产业为例,进行了系统的分析。认为有效的规制应建立在真实的规制环境上,在城市生活垃圾产业民营化的规制中,面临着现有规制者与合约方一体、规制机构与企业信息不对称、政府部门承诺有限等规制约束。基于目前的规制环境,我国城市生活垃圾产业在推进民营化的同时,应建立起独立的规制机构,加强监管,逐步纵向一体民营化以降低交易成本,在合约中采用指数化价格分享企业租金。     

Integrated health impact assessment of travel behaviour: Model exploration and application to a fuel price increase

Transportation policy measures often aim to change travel behaviour towards more efficient transport. While these policy measures do not necessarily target health, these could have an indirect health effect.We evaluate the health impact of a policy resulting in an increase of car fuel prices by 20% on active travel, outdoor air pollution and risk of road traffic injury. An integrated modelling chain is proposed to evaluate the health impact of this policy measure. An activity-based transport model estimated movements of people, providing whereabouts and travelled kilometres. An emission- and dispersion model provided air quality levels (elemental carbon) and a road safety model provided the number of fatal and non-fatal traffic victims. We used kilometres travelled while walking or cycling to estimate the time in active travel. Differences in health effects between the current and fuel price scenario were expressed in Disability Adjusted Life Years (DALY).A 20% fuel price increase leads to an overall gain of 1650 (1010–2330) DALY. Prevented deaths lead to a total of 1450 (890–2040) Years Life Gained (YLG), with better air quality accounting for 530 (180–880) YLG, fewer road traffic injuries for 750 (590–910) YLG and active travel for 170 (120–250) YLG. Concerning morbidity, mostly road safety led to 200 (120–290) fewer Years Lived with Disability (YLD), while air quality improvement only had a minor effect on cardiovascular hospital admissions. Air quality improvement and increased active travel mainly had an impact at older age, while traffic safety mainly affected younger and middle-aged people.This modelling approach illustrates the feasibility of a comprehensive health impact assessment of changes in travel behaviour. Our results suggest that more is needed than a policy rising car fuel prices by 20% to achieve substantial health gains. While the activity-based model gives an answer on what the effect of a proposed policy is, the focus on health may make policy integration more tangible. The model can therefore add to identifying win–win situations for both transport and health.     

Urban sprawl,public transport,and increasing CO<Subscript>2</Subscript> emissions: the case of Metro Manila,Philippines

Current international discussions on the increasingly critical levels of carbon emissions from the transportation sector commonly attribute the causality chain to urban sprawl growth–private car use–carbon emission. An often assumed development context of this causality chain is that common of developed country urbanization. However, in the particular context of developing country urbanization, urban sprawl and associated workplace–home distanciation may lead to more intensive use by the urban workforce of public mass transportation system, instead of higher dependence on private vehicle travel. Thus, the source of the rise in carbon emission may actually be the public transportation system. Utilizing mixed methods, combining quantitative (origin–destination matrices) and qualitative data gathering and analysis, the authors present a case study in Metro Manila which has been experiencing sprawl and increasing costs and unaffordability of land and housing in the workforce’s vicinity of employment. This, in turn, causes greater distances of daily travel between home and workplace using public transportation system. When the latter is characterized by fuel-inefficient small vehicles with second-hand engines, higher carbon emission results. We argue that the convergence of multiple interacting factors such as urban sprawl, lack of affordability of housing near the centres of employment, high dependence of commuters on public transports, longer distance travel by commuters, and low fuel efficiency of the public utility vehicles primarily causes the increase in CO₂ emission from the transport sector. Implications of this case to policy scoping of immediate and long-term state responses for carbon emission mitigation in transportation sector are discussed.     

Linking China’s emissions trading pilot schemes

All seven emissions trading pilots in China operate independently. One challenge facing most of them is the low inclusion thresholds for enterprises and the few total covered emissions, which negatively influences the effects of the emissions trading systems (ETSs). Some pilot sites, such as Guangdong, Hubei, Tianjin and Beijing, have indicated their willingness to link their schemes with others. ETS linking could expand scheme coverages and therefore help to reduce the overall costs of achieving the linked schemes’ emissions control targets. Linking could also help to address the issues of carbon leakage and reduce price fluctuations. The potential benefits and feasibility of linking different pilot systems are analyzed in this article. The seven pilot regions are at different stages of social and economic development, with significant differences in total emissions and emissions structures as well as carbon abatement potentials and costs. Through linking, more-developed regions such as Beijing, Shanghai and Shenzhen, which are typically considered to face higher mitigation costs, will have the opportunity to achieve their emissions control targets by purchasing carbon units from less-developed regions, which will earn financial revenues from selling the units. To realize this win-win result, a series of policy and technical barriers at both the central government and pilot government levels needs to be overcome. Establishing a unified national emissions trading market would appear to be the ideal solution to these challenges, but it will take considerable time and will not be the short-term solution. In the absence of a unified national scheme, it is recommended that the central government encourage pilot schemes to link, that it develops corresponding national policies to support the linking efforts and that the pilot schemes that are intended to be linked coordinate on certain design elements. Based on the coordinating need, the major elements of an ETS can be divided into four categories: elements that need mutual recognition (cap setting and allowance allocation methods); elements that should be completely identical (compliance mechanisms, price containment measures, banking and borrowing rules, and offset mechanisms); technical elements that are preferably identical and easy to coordinate (MRV standards, technical registry standards); and elements that require no coordination (coverages and scopes).     

基于边际机会成本理论的农地价格矫正研究——以江都市为例

当前我国农地非农化进程的加快使农地资源价值显化问题凸现出来，但在现行的政策与制度框架内，农地价格严重扭曲，不能完全表达农地的真正价值。社会经济的不断发展要求农地资源能合理配置并达到可持续利用，因此要实现这一目标，就必须建立一套完整的农地价值核算体系与农地价格体系，并对现行扭曲的农地价格进行矫正。本文通过理论与实证分析，利用边际成本定价的方法探讨体现农地真正价值的农地完全价格，并通过这一价格将农地的资源价值纳入整个绿色GDP核算体系中，这也是本文提出的政策性建议之一。     

基于碳普惠制的城市公共自行车个人碳减排量计算

碳交易是为促进全球温室气体减排、减少全球二氧化碳排放所采用的市场机制。广东省作为中国七个碳交易试点之一,将碳交易的核心理念应用于促进居民生活减碳,首次提出碳普惠制创新。碳普惠制旨在将公众的低碳行为量化并予以激励,以此促进低碳生活实践,降低生活领域碳排放。本文以公共自行车交通系统为研究对象,借鉴CCER方法学,对公共自行车项目的个人减排量核算方法进行了设计,并参考文献统计数据举例说明个人减排量核算公式。公共自行车项目个人减排量核算的方法学设计中,减碳系数的计算考虑自行车可代替的所有出行方式,且在不同出行方式比例的统计中考虑出行距离的影响,设置随出行距离变化的减排系数,在减排量的计算中有效突出个人的减排贡献量。依据本方法学计算得到了城市公共自行车项目个人减排系数曲线及减排量核算公式。最后从数据收集的角度出发,提出相应的改进建议以提高方法学的科学性及适用性。本方法学能客观评估城市公共自行车出行的个人碳减排量,为碳普惠制的实施提供量化方法学参考,同时填补了目前个人碳减排核算研究领域的空白。