Public Attitudes Towards Policy Instruments for Congestion Mitigation in Shanghai

Abstract

Congestion causes many externalities for the society, including time delays, excessive fuel consumption, air pollution, noise and safety concerns. In Shanghai, various policy options have been explored, piloted or applied; however, not all of them may be understood and accepted by the public. A survey was conducted to investigate people’s attitudes towards several policy options. The main findings reveal that Shanghai residents are resistant to certain policies, such as congestion charges, higher parking charges in congested areas and car restrictions. Instead, they favor public transport provisions. The paper suggests that there is a case for promoting public transport and more efficient trips when the car ownership is still low, and for investing in a policy of educating the public on the ‘true’ costs and causes of congestion before embarking on an intensive policy of congestion charges or restrictions.     

Emission Patterns under Alternative Congestion and Motor Vehicle Pollution Mitigation Policies in Shanghai

As a megacity with thriving economy, Shanghai is experiencing rapid motorisation and confronted with traffic congestion problems despite its low car ownership. It is of value to look into the policies on emission control of motor vehicle and congestion reduction in such a city to explore how to reconcile mobility enhancement with the environment. Results of a dynamic simulation displayed time paths of emissions from motor vehicles in Shanghai over the period from 2000 to 2020. The simulation results showed that early policies on emission control of motor vehicle could bring about far-reaching effects on emission reduc- tion, and take advantage of available low-polluting technologies and technical innovation over time. Travel demand management would play an important role in curbing congestion and reducing motor vehicle pollution by calming down car ownership rise and deterring inefficient trips as well as reducing fuel waste caused by congestion.     

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.     

Replacing car trips by increasing bike and public transport in the greater Barcelona metropolitan area: A health impact assessment study

ObjectiveEstimate the health risks and benefits of mode shifts from car to cycling and public transport in the metropolitan area of Barcelona, Spain.MethodsWe conducted a health impact assessment (HIA), creating 8 different scenarios on the replacement of short and long car trips, by public transport or/and bike. The primary outcome measure was all-cause mortality and change in life expectancy related to two different assessments: A) the exposure of travellers to physical activity, air pollution to particulate matter < 2.5 μm (PM2.5), and road traffic fatality; and B) the exposure of general population to PM2.5, modelling by Barcelona Air-Dispersion Model. The secondary outcome was a change in emissions of carbon dioxide.ResultsThe annual health impact of a shift of 40% of the car trips, starting and ending in Barcelona City, to cycling (n = 141,690) would be for the travellers who shift modes 1.15 additional deaths from air pollution, 0.17 additional deaths from road traffic fatality and 67.46 deaths avoided from physical activity resulting in a total of 66.12 deaths avoided. Fewer deaths would be avoided annually if half of the replaced trips were shifted to public transport (43.76 deaths). The annual health impact in the Barcelona City general population (n = 1,630,494) of the 40% reduction in car trips would be 10.03 deaths avoided due to the reduction of 0.64% in exposure to PM2.5. The deaths (including travellers and general population) avoided in Barcelona City therefore would be 76.15 annually. Further health benefits would be obtained with a shift of 40% of the car trips from the Greater Barcelona Metropolitan which either start or end in Barcelona City to public transport (40.15 deaths avoided) or public transport and cycling (98.50 deaths avoided).The carbon dioxide reduction for shifting from car to other modes of transport (bike and public transport) in Barcelona metropolitan area was estimated to be 203,251 t/CO₂ emissions per year.ConclusionsInterventions to reduce car use and increase cycling and the use of public transport in metropolitan areas, like Barcelona, can produce health benefits for travellers and for the general population of the city. Also these interventions help to reduce green house gas emissions.     

特大型城市客运交通碳排放与减排对策研究

本文基于对现有城市交通碳排放测算方法的比较分析,以上海市为例,采用IPCC"自下而上"法对特大型城市客运交通CO2排放进行了测算,结果显示:轨道交通是碳排放效率最高的客运方式,出租车最低;客运交通CO2排放总量增长迅速,且碳源结构发生了较大变化;近年客运交通CO2排放增量主要来自私人载客汽车,同时公务交通在客运交通碳排放中始终占较大比重。由此本文认为,控制客运交通碳排放的关键在于对以私人载客汽车和单位载客汽车为主的个体交通的管理和控制,形成以公共交通为主的交通结构。在此基础上,为了将控制碳排放纳入到城市交通政策目标中去,本文就主要城市交通政策对客运交通碳排放产生的影响进行了深入分析,并得出结论:以往的交通供给、需求管理政策对于抑制客运交通碳排放增长的作用有限;而就目前城市空间发展政策的实施效果而言,也不利于降低居民出行的碳排放水平。文章最后分别从交通供给、需求管理以及城市空间角度给出了控制客运交通碳排放的对策。     

Monitoring, enforcement, and the choice of environmental policy instruments

How to choose among the dozen policy instruments available to environmental management agencies has been a matter of concern and debate among environmental economists for the entire life of the profession – nearly four decades. The ability, or lack of it, to measure the quantities or observe the actions made "enforceable" by particular policy instruments ought clearly to be central to this choice. However, all too often the monitoring problem has been assumed away. When it is reintroduced in realistic forms, we find, not surprisingly, that some favorite policy instruments, such as pollution charges, are not applicable to some important problems, such as runoff pollution from farms; that marginal subsidies, by changing the burden of proof, may no longer be symmetric with charges; and that the apparent freedom from monitoring requirements of the newly fashionable instrument involving the public provision of information about firms or products is "paid for" by our inability to say anything about its performance on other dimensions that are also of interest. Electronic Publication     

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.     

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。     

道路交通拥堵与城市雾霾污染的关系研究

道路拥堵与城市雾霾是机动车行驶带来的两个负溢出效应,大量文献揭示了城市机动车行驶对二者带来的影响,却鲜有文献关注道路拥堵程度与雾霾污染之间的内在联系。这其中的缘由在于,一则道路拥堵程度与雾霾污染之间互为因果,同时有共同的影响因素,由此带来的内生性难题难以有效解决;其次,采用统一标准来测度不同城市道路拥堵程度的数据难以获得。为此利用高德地图(Amap)根据机动车定位导航系统提供的城市拥堵延时的大数据,来捕获各省会城市每日道路交通的拥堵程度,同时运用各城市每日的燃油销售价格、国际市场原油价格以及上一周同一工作日道路的拥堵程度作为工具变量,通过两阶段最小二乘法(2SLS)估计道路拥堵程度对城市雾霾污染的影响。回归结果表明:①以城市燃油价格作为工具变量时,道路拥堵程度每增加1%,会导致省会城市PM2.5、PM10分别增加6.5%和6.7%;②以国际原油价格、上一周同一个工作日拥堵程度作为工具变量,以及改用GMM方法进行估计时,基准回归的结论仍然稳健,城市的治堵举措与治霾举措能够相互协同;③进一步以省会城市新增轨道交通来实现治堵和治霾的例子表明,发展轨道交通来实现治堵与治霾的协同效应,要以有效治堵作为前提,否则减排治霾的协同效果无法实现。     

1994~2006年上海市土地利用时空变化特征及驱动力分析

快速发展的都市地区是区域土地利用变化研究热点。基于上海市1994、2000、2003和2006年4期航空遥感影像资料数据，运用人机交互目视解译方法建立上海土地利用空间数据库，并结合GIS空间分析、数理统计方法与土地利用动态度模型，对上海市1994~2006年土地利用时空变化特征进行了深入分析。结果表明：12 a间，上海市综合土地利用动态度为207%；在各种用地变化中，耕地面积变化最大，共减少了94 00772 hm2，减幅达233%；从耕地转移来看，转变为城镇建设用地（包括工业仓储用地、交通用地、城镇居民点用地和其他用地）面积共74 82586 hm2，占耕地面积总流出量的6712%；可见城镇建设用地急剧扩张而大量占用耕地，是上海市土地利用变化的主要特征；上海市土地利用变化的另一个重要特征是城市绿地的大幅增加，12 a间城市绿地面积共增加了9 29241 hm2，单一动态度为1876%。从上海土地利用变化的区域特征来看，各区的综合土地利用动态度差异明显，且表现出明显的中心城区-近郊-远郊递减趋势，其中浦东新区综合土地利用动态度最大，崇明县最小，这种差异与各区（县）的区位条件、经济发展状况以及政策等因素密切相关。通过对上海LUCC的驱动力定性定量分析表明，社会经济因素包括人口分布及变化、经济增长、人民生活水平的提高、政策以及国际大型活动的举办均对上海土地利用格局及其变化产生了重要的影响     

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.     

长三角地区城市居民出行交通碳排放特征与影响机理

随着能源问题及全球变化关注，城市居民出行交通碳排放研究已成为多学科关注焦点。选择南京、宁波和常州作为长三角典型城市，基于典型居住小区问卷调查获取第一手的城市居民出行基础数据，估算与分析城市居民出行碳排放特征及影响机理。结果表明：长三角2010年城市居民人均出行交通碳排放约1 1219 kg CO2/人，日常通勤和远距离出行碳排放量之比为75[DK]∶25；城市居民日常通勤交通碳排放的主要影响因子为交通方式、出行距离、家庭年收入、年龄和性别；远距离出行交通碳排放的主要影响因子为出行距离、交通方式和家庭年收入。建议采用差别化的行政干预和经济杠杆有效调控家庭小汽车保有量增长速度，鼓励小排量汽车和清洁能源汽车消费，兼顾汽车产业发展、家庭小汽车刚性需求与节能减排需求之间的博弈平衡；优化城市功能格局，大力发展公共交通网络；加强节能减排与低碳意识宣传，鼓励与引导公共交通出行     

Transport and the environment: a critical review for Africa

This paper discusses the environment as a unit under threat of negative externalities (largely climate change and air pollution) induced by the many sectors albeit with a special reference to transport, bearing in mind that transport is an economic driver. We pay particular reference to the developments in the developed nations in as much as they can provide a framework upon which Africa can draw lessons for public policy and management. While the context may be different, this review is an attempt to inform transport policy and management for environmental sustainability in Africa. The review uses case studies of South Africa, Zimbabwe, Rwanda, Nigeria, Ethiopia and Kenya.     

Strategic environmental assessment application for sustainable transport-related air quality policies: a case study in Hanoi City,Vietnam

Recognition has grown among policy-makers that early in the decision-making process, there is a need for an environmental assessment of the effects of the policy, plan, and program (PPP) and their alternatives. Strategic environmental assessment (SEA) is widely recognized as a supporting tool that systematically integrates environmental aspects into strategic decision-making processes, thereby contributing to sustainable development. In this study, SEA was applied for an integrated assessment of environmental, social, and economic impacts of a wide range of scenarios for transport-related air quality policies to help decision-makers in identifying the most sustainable scenario with the purpose of reducing carbon monoxide (CO) concentrations from transport emissions in Hanoi City, Vietnam. In conducting SEA process, the urban air dispersion model MUAIR was used as a quantitative tool in prediction of CO concentrations. To evaluate the predicted impacts of scenarios, the SEA objectives concerning sustainability and the corresponding sustainable indicators were identified. Based on the likely significant predicted impacts on landscape, biodiversity, and health benefits, mitigation measures were proposed. These included planning in infrastructure development and implementation of public education campaign. The results of predicted and evaluated impacts of scenarios as well as proposed mitigation measures were taken into account for supporting sound decision-making that is consistent with the principles of sustainable development. Considering sustainable impacts of the scenarios, the SEA result clearly indicates that a combination of policy for public transport development and policy for installation of oxidation catalytic converter for motorcycles is the most sustainable scenario for reducing CO concentrations from transport emissions.     

Policy innovation for technology diffusion: a case-study of Japanese renewable energy public support programs

Due to local scarcity of fossil fuel reserves, deployment of renewable energy has been on the Japanese government energy policy agenda for decades. While a significant amount of government budget was being allocated to renewables Research and Development, in contrast very little attention was paid to public support for renewable energy deployment. Against this background, in 2003, the Japanese government enacted legislation based on the renewable portfolio standard (RPS) scheme, which requires electricity retailers to supply a certain amount of electricity from renewable sources to grid consumers. The RPS legislation had been expected to ensure market efficiency, as well as bringing a steady increase in renewable capacity. Later, in 2009, the feed-in tariff (FIT) scheme was introduced to let electricity utilities purchase electricity generated from renewable energy sources with regulated prices. This paper aims to use the choice of renewable policy as a case-study to understand barriers for policy transfer and innovation, mainly through comparative studies between RPS and FIT in Japan. The result of this study shows that, in Japan, most policy-makers face the ‘lock-in’ of existing technology, which frustrates the deployment of renewable energy. For this reason, there is reluctance to allow experimentation that could promote a shift to other energy sources. In order to achieve the rapid change towards green industry, innovation policy needs to be implemented through effective and efficient methods, such as a carbon tax for fossil fuels; enlargement of renewable energy deployment to sources such as wind, geothermal and solar; and conducting further studies toward public preference and willingness to pay for the new clean energy sources.     

Current Status of Manufacturing Hazardous Waste in Shanghai

It is difficult to manage the manufacturing hazardous waste （MHW） which is generated from a huge amount of complicated sources and causes very serious pollution. Therefore more and more attention has been paid to MHW pollution. Shanghai, as an industrial and economic center and an international metropolis in China, has a vast industrial system spanning a multitude of sectors, which generates MHW not only in a huge magnitude but also in a large variety of types from complicated sources, resulting in severe pollution. In 2003, the production of MHW in Shanghai is about 3.96 × 10^5 ton, involving 33 indices. Most of MHW in Shanghai is treated and disposed of, but a significant portion is not handled properly and effectively. This paper carries out infield investigation on the current status of MHW production and treatment in Shanghai, and puts forward scientific proposals that Shanghai should facilitate cleaner production and minimize haz- ardous waste; strictly enforce hazardous waste registration system, strengthen monitoring the certified enterprises; strengthen intent disposal center construction and realize hazardous waste reclamation; accelerate establishing the technical criteria and the management policy, promote the research and development on the treatment and disposal technology, and strengthen information management, thus realizing integrated management on MHW pollution.     

Energy intensity trends and scenarios for China��s industrial sectors: a regional case study

Due to its rapid industrialization and urbanization, China faces the daunting challenge of sharply growing energy and resource consumption. It is now indispensable for the nation to alter its course of development into more sustainable paths in terms of energy and resource efficiency. In this paper, we discuss the energy intensity of the industrial sectors of the Yangtze River Delta, consisting of Shanghai City and the neighboring province of Jiangsu—the fastest economically developing region of the country—and argue possible strategies for energy efficient industrial activities there. We first examine the historical trends of energy intensity associated with industrial sectors and study the factors affecting the evolution of these trends by applying decomposition analysis. We then argue that if “business as usual” (BAU) development patterns are continued, energy intensity level in both regions may surpass China’s policy targets in 2010, and GDP growth as well as energy consumption will exceed possible pathways under current policy targets by 2020. Thus, appropriate measures are urgently needed to lower energy intensity and consumption. Based upon these analyses as well as the Chinese government’s policy orientation, we propose two options as alternative scenarios for improving practices in energy-intensive industries, particularly targeting the cement and steel production sectors. These options are: (1) diffusion of highly energy efficient technologies into these industries, and (2) promotion of a circular economy and industrial symbiosis. We highlight that these options can potentially lead to energy savings and reductions in resource consumption associated with industrial activities and can serve as a regional model for more sustainable industrial activities in China.     

湖南省农村城市化问题成因及对策研究

农村城镇化是经济现代化进程的大势所趋．是湖南建设全面小康社会的必然选择。农村城镇化不仅有利于湖南解决好“三农”问题,而且有利于促进湖南农村经济的快速、健康发展.目前湖南农村城镇化存在水平偏低、分布不平衡、数量增长超过规模的扩张和质量的提升等问题。主要原因在于长期的政策制约、规划滞后性、建设随意性、建设资金不足、建设管理不到位以及基础设施建设落后等,本文根据产业集聚理论．客观地分析制约农村城镇化水平的原因．从而有针对性地提出了提高湖南农村城镇化的基本对策。     

Current Status of Manufacturing Hazardous Waste in Shanghai

Abstract

It is difficult to manage the manufacturing hazardous waste (MHW) which is generated from a huge amount of complicated sources and causes very serious pollution. Therefore more and more attention has been paid to MHW pollution. Shanghai, as an industrial and economic center and an international metropolis in China, has a vast industrial system spanning a multitude of sectors, which generates MHW not only in a huge magnitude but also in a large variety of types from complicated sources, resulting in severe pollution. In 2003, the production of MHW in Shanghai is about 3.96 × 10⁵ ton, involving 33 indices. Most of MHW in Shanghai is treated and disposed of, but a significant portion is not handled properly and effectively. This paper carries out in-field investigation on the current status of MHW production and treatment in Shanghai, and puts forward scientific proposals that Shanghai should facilitate cleaner production and minimize hazardous waste; strictly enforce hazardous waste registration system, strengthen monitoring the certified enterprises; strengthen intent disposal center construction and realize hazardous waste reclamation; accelerate establishing the technical criteria and the management policy, promote the research and development on the treatment and disposal technology, and strengthen information management, thus realizing integrated management on MHW pollution.     

Policy Options for Sustainable Development in Urban Transport: Analysis of Energy Consumption and Environmental Benefit Influenced by Different Transport Policies in Beijing

Transportation is a sector with high energy consumption as well as high emissions. Generally speaking, economic growth will inevitably lead to the increase of travel demand and vehicle population, which in turn results into the augmentation of environmental and social costs. For metropolis like Beijing under rapid development, there exist various possibilities and options for transport development policy instruments. But there is no guarantee that they will be suitable for Beijing, although they are effective in their local places. This article assesses what kind of policy can most effectively improve the traffic conditions in Beijing in the future. After literature reviews on the practices of foreign policy and we established several feasible scenarios. Then, we used the Long Range Energy Alternatives Planning System (LREAP) analyzed their corresponding results of reduced energy consumption and emissions. Finally, by simulating and computing the realistic Beijing transportation scenarios, this paper scientifically assesses what kind of policy can most effectively improve the traffic condition in Beijing in the coming decade.